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China eclipses U.S. in Honda's world view

Uncategorized August 19, 2017

Honda’s rapidly expanding footprint in China spotlights how the world’s biggest auto market is pulling focus and resources away from the United States. The Japanese automaker is setting priorities in everything from production to product development.
Source: Automotive News – swapmeetclassified

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Can U.S. follow through on tough NAFTA talk?

Uncategorized August 19, 2017

To deliver on its promises, the administration will need the cooperation of the U.S. business community and key members of Congress. Both groups sought to distance themselves from the president last week.
Source: Automotive News – swapmeetclassified

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UAW probe uncovers more names, gifts

Uncategorized August 18, 2017

UAW Vice President Norwood Jewell’s name has surfaced in the ongoing U.S. investigation into possible corruption between executives at FCA and the UAW.
Source: Automotive News – swapmeetclassified

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Hot August Nights 2017—This Homebuilt 1929 Tudor Wins Best Ford In A Ford

Uncategorized August 18, 2017

The resorts in Reno are famous for their buffets. Whatever your taste might be, it’s guaranteed that there will be plenty of good stuff to suit it. That seems to be an apt metaphor for Hot August Nights, the 6,000-car event that invades the city every summer for a week. Whether you appetite is for Fords or Chevys or Studebakers, whether it’s early rods or muscle cars, custom trucks or restored classics, you’ll leave the show satisfied. If you don’t see what you like at one venue, just drive over to another part of town and you’ll see plenty.

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At STREET RODDER, our tastes are pretty wide. We like everything—popular cars to the rare stuff too. One of our rare favorites is a Ford car or truck with a later Ford engine. Fords with Chevy motors are fine. Fords with Hemis get our attention. Fords with Flatheads are always cool. But we love seeing Fords with later Blue Oval power under the hood, whether it’s a 302, a 351, or a Coyote. That why we teamed up with Ford Performance to create the Best Ford In A Ford award.




We were at the Peppermill resort during Hot August Nights, hiking the rows or rods, when we came across this homebuilt 1929 Ford Tudor sedan, black and shiny as a pair of wedding shoes, but with genuine hot rod attitude—a nice rake, just-right chop, and Ford power. We met owners Blayne and Karen Brokens and learned that they’ve owned the car for a while, and taken it through some changes to get it where it is today.

The full-fendered Model A had been street rodded by its previous owner when Blayne bought the car and brought it from Minnesota to Idaho. That was 20 years ago, and the sedan was ready for some updates and upgrades, plus some of Blayne’s personal preferences. The tweed upholstery was replaced by two-tone grey leather. Other interior components are the Lecarra steering wheel on an ididit tilt column, VDO gauges in the 1932 style dash, a Lokar shifter, and a JVC audio system housed in the overhead console.

The Tudor body is Ford factory steel, with 4 1/2 inches chopped out of the top, a filled grille shell, saddle tanks, and lots of louvers punched in the hood top and sides. The stance was enhanced by a 4-inch dropped I-beam axle with Posies springs. The Ford 8-inch rearend is suspended by Aldan coilovers. The fenders are filled with 235/70R15 and 195/60R14 BFG tires mounted on Weld Pro Comp five-spoke wheels. Stopping is handled by disc brakes in front, paired with rear drums. Blayne took the car to Premier Collision Center where the PPG paint was shot.

Blayne wanted to keep Ford power flowing through his Model A, so he kept the 351 Windsor that came with the car when he bought it, rebuilding it with Edelbrock aluminum cylinder heads under chromed Ford Motorsport valve covers, and an Edelbrock intake manifold under a Holley four-barrel carb. An MSD ignition fires things up and shorty headers draw out the exhaust. Ford introduced the 351W almost 50 years ago, but the Boss 351 crate engines sold today by Ford Performance are based on this time-honored engine.

Blayne and Karen love driving their Model A at local cruises around Pocatello, Idaho, and going to farther-away shows such as the Mesquite Motor Mania in Nevada, and of course Hot August Nights, where they won the STREET RODDER Best Ford In A Ford award presented by Ford Performance.

The post Hot August Nights 2017—This Homebuilt 1929 Tudor Wins Best Ford In A Ford appeared first on Hot Rod Network.

Source: Hot Rod

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Tuning Exhaust and Intake Systems – Part 1

Uncategorized August 18, 2017

Laying out the relationships between the engine’s exhaust and intake and how you can use them to your advantage

There are specific functional relationships between an engine’s exhaust and intake systems that can be used, once understood, to the benefit of torque output and how in the rpm range these can be achieved.  But first, we need to define volumetric efficiency and then discuss certain aspects of how this aspect of an engine’s performance can be manipulated for gains in torque.

Generally stated, volumetric efficiency is a comparison (in units of percentage) of the amount (mass) of air ingested by an engine on each intake stroke compared to the amount (mass) of air that would fill the cylinder by atmospheric pressure if left open to this pressure with the piston at BDC.  We know there are numerous conditions (restrictions in the intake path, limitations in time, etc.) that typically produce v.e. values less than 100% in a running engine.  Obviously, the approach is to achieve values as close to 100% (or higher in some cases) as possible.

We also know that peak v.e. and peak torque (both relative to rpm) occur at about the same engine speed.  As a result, the shape of an engine’s v.e. curve and torque curve is quite similar.  Consequently, some engine builders (or parts designers) like to work on shaping torque curves, know the relationship between both conditions.  Over the years, we certainly did.

One other item to mention: There is a significant body of evidence (and research results) suggesting that at peak torque (or peak volumetric efficiency) the “mean flow velocity” in an exhaust or intake passage approximates 240 feet/second, possibly 260 feet/second.  One value in knowing this is that a parts designer (or modifier) can adjust the dimension that materially affects flow rate and encourage peak torque (or v.e.) to be at the desired engine speed.  In fact, this is a powerful tool, to which we’ll continue to refer in these discussions.  That dimension is cross-sectional area of the passage.  More on this later.

Now, for purposes of simplification, let’s consider looking first at the exhaust side of a single-cylinder engine.  At least initially, this eliminates the effects (complications) that are introduced when we add cylinders and they are, in some fashion, connected to and influencing other cylinders in a multi-cylinder engine.  If we first consider that when the exhaust event begins (opening of the cylinder’s exhaust valve), cylinder pressure is higher than in the exhaust and intake systems.  As the exhaust event begins and continues, cylinder pressure will diminish such that when the intake valve first opens, pressure in the cylinder will be slightly higher than in the intake path.

At this point, some non-combustible exhaust residue can flow into the intake path, thus tending to contaminate the next fresh air/fuel charge.  This back-flow or “reversion” should be minimized in order to optimize net power.  And while it is beyond the scope of this column to address ways to reduce reversion, they include reducing reverse flow at the exhaust valve and seat, rate of exhaust valve closure (near its seated position), mis-matches between the exhaust port in the cylinder head and exhaust pipe and other means of reducing reverse flow at the valve.

But let’s get back to our exhaust event.  We previously mentioned that there is a body of data, developed a number of years ago that pointed to what has been termed the mean flow velocity of exhaust gas (combustion residue) expelled during an engine’s exhaust cycle.  Among other variables, the principal ones are piston displacement, rpm and the cross-section area of the primary pipe.

In fact, a mathematical equation has been developed that encompasses these variables such that, by algebraic manipulation, any one of these can be determined as a function of knowing values for the other two.  Here’s the equation:

peak torque rpm = (primary pipe cross-section area x 88200) / cylinder volume

This format will allow you to determine peak torque rpm as influenced by a header of known dimension (cross-section area) combined with a known cylinder volume (piston displacement).  By using some algebraic transposition, you can determine the primary pipe cross-section area required to create a torque peak as influenced by pipe size according to the following:

primary pipe area = (peak torque x cylinder volume) / 88200.

These two mathematical formats can be used to either decide at what rpm you would like a header to boost torque (in the header selection process) or to determine header primary pipe size to help boost torque at a specific rpm.

It is worth noting that collector volume can also play into the determination of an overall torque curve.  Essentially, collector volume affects torque output below that net torque peak rpm.  What this means is that as you add or reduce header collector volume, torque is correspondingly added or reduced below net peak torque.  Generally, such increases or decreases in collector volume are made by increasing or decreasing the length of an existing collector.  And if a situation arises where you need to pretty much kill off torque below the peak rpm, simply shorten collector length short of its complete removal from the system.

Following are some summary points that you may want to consider when dealing with a header system.

  1. The effects of a header collector are basically lost above an engine’s peak torque rpm point.
  2. By increasing or decreasing the length of a header’s primary pipe, the effects are noted by how the torque curve rotates about its peak torque rpm. For example, lengthening primary pipes tends to add torque below the peak rpm and removes it from above the peak. And, of course, the opposite is also true.
  3. Peak torque rpm can be affected (with respect to influence by a header system) by decreasing or increasing primary pipe cross-section area. Increasing pipe diameter tends to move peak torque to a higher rpm while decreasing this cross-section area will lower the peak rpm point. (Caution: When calculating cross-section areas, don’t forget to compensate for primary pipe wall thickness by reducing the diameter measurement according to this dimension.)
  4. The addition of a cross-over pipe that joins the collectors (in a two-collector header system) tends to add torque below peak rpm since the effects of additional collector volume occur in this range of rpm (as previously mentioned).
  5. Headers and intake manifolds can be selected (or “tuned”) to produce torque boosts at different rpm, thus tending to flatten or broaden an engine’s given torque curve. Based upon piston position when either the intake or exhaust system is influencing the net torque curve, there is particular similarity between how an intake or exhaust system can be “tuned” relative to each other. As a matter of fact, I’ve personally used the approach described for header selection/evaluation in the design of intake manifolds.  The “260 feet/second rule” can be applied to both.

The post Tuning Exhaust and Intake Systems – Part 1 appeared first on Hot Rod Network.

Source: Hot Rod

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Toyota's safe-driving app plays parents' uncool music when teenagers speed

Uncategorized August 18, 2017

How can terrified parents of newly qualified teen drivers persuade them to drive safely? Toyota has come up with what could be an ingenious method — embarrassing them.
Source: Automotive News – swapmeetclassified

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Canada pushes back as NAFTA talks heat up

Uncategorized August 17, 2017

The Canadians may be characteristically polite as they carry out negotiations to amend NAFTA, but apparently they won’t be pushovers.
Source: Automotive News – swapmeetclassified

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GM creditor trust drops settlement with plaintiffs; GM avoids $1 billion stock transfer

Uncategorized August 17, 2017

A trust that holds many GM liabilities from before its 2009 bankruptcy has canceled a settlement that sought to force the automaker to pay $1 billion in shares to resolve millions of claims.
Source: Automotive News – swapmeetclassified

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Bobby Cox’s 1958 Pontiac at the Bonneville Salt Flats in 1962

Uncategorized August 17, 2017

Bonneville Salt Flats, 1962: Like most contests of speed, history usually finds a place for the truly unique, the highly skilled, and the fortunate. The rank and file often have only their names in a program to mark their valiant efforts. In this case, it’s Bobby Cox out of Lynwood, California, with his 380-cid 1958 Pontiac Bonneville. running a 380 put Cox in the C/Gas Coupes and Sedans. This photo was one of four vehicles described by Car Craft Managing Editor Lynne Wineland: “In the constant search for power and a way to cram greater amounts of the rarified air into large-displacement engines, late-model sedans and sleeker sports cars sprouted appendages designed to trap the wind and force it to the engine.” The Cox car, however, was unique in its choice of ram air equipment: furnace pipe, flex pipe, and metal strapping, which fed the dual-quad setup on the normally aspirated engine. Check out the exhaust plumbing—literally. They look like cast iron with taper threads on the ends. Nothing goes to waste at the Cox household. Wineland describes the car as a “153-mph Bonneville,” which would be 4 mph shy of the class record, set in 1960.

The post Bobby Cox’s 1958 Pontiac at the Bonneville Salt Flats in 1962 appeared first on Hot Rod Network.

Source: Hot Rod

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Shop Talk: All in the Family

Uncategorized August 16, 2017

Good and bad news to report this month: My 1999 Subaru Legacy, a car I’ve owned since it was new, expired recently on an assignment in San Francisco. I realize most Car Craft readers won’t get excited about a nearly 20-year-old Japanese car, but it was my rock: my reliable means of transportation that allowed me own and maintain less-reliable (to varying degrees) project cars for the magazine. I knew it was getting long in the tooth; it was starting to burn some oil and would struggle to pass California’s biannual emissions tests. I just needed it to hang in there a bit longer until I felt confident one of the other cars could stand in for it while I gave the Subaru a refreshing—it needed new tires, struts, power-steering pump, and a brake job in addition to the engine rebuild.

Ironically, it wasn’t a lack of maintenance that brought the engine’s demise. The crankshaft pulley broke, shooting the alternator and air-conditioning belts off in the process. The A/C belt got pulled across the crankshaft timing gear sprocket, causing the timing belt to slip a few teeth. If you know anything about these DOHC flat-fours, you know they are interference engines. If the valve timing is off, the pistons smack into the valves, potentially bending all 16 of them. In my case, there was little fanfare; the engine abruptly stopped running, and the free cranking noise the starter motor made indicated an utter lack of engine compression.

I bear responsibility for the catastrophe, unfortunately. After replacing a timing-belt tensioner a year ago, I left the plastic timing covers off the front of the engine because I thought it was cool to see the mile-long timing belt travel across the pulleys and tensioners with the engine running. I meant to put it back after a few days, but that never happened.

Here’s where I must thank Jeff Westafer of J&D Automotive in Concord, California. He agreed to take the car in and price out some options, while I booked a flight home. No matter what, the prospects were going to be expensive. Used engines are available, of course, but prudence requires at least a timing-belt change and probably myriad other little things that conspire to drive up the cost. Rebuilt engines are available, too, but are more than I can afford right now. In the interim, I’d been driving Truck Norris to the tune of nearly $100 per week just in fuel costs (I often have to drive a lot of places for work). I even pondered buying a motorcycle to offset the cost of keeping my thirsty pickup running.

Ultimately, I bought Jeff Smith’s 1993 GMC Sierra. Longtime readers will remember it as Project Jake from 2004. It’s one of a pair of former 1/2-ton Cal-Trans pickups Jeff and Tim Moore bought at an auction and did a series of articles on: Project Jake in Car Craft and Project Elwood in Chevy High Performance. Jeff recently bought a 2008 Silverado and offered me a great deal on Jake, probably about the same amount as what I would have into an engine rebuild for my Subaru. This is cool on a number of levels. First, Jake stays in the Car Craft family.

Though it hasn’t been an official project car since 2004, the pickup has been in dozens of pictures, and on a few covers, too—in the background or with just portions of the bed or tailgate visible in the picture. Second, I’d driven the truck a lot throughout the years. Jeff was extremely generous with it, loaning it to me when I needed to haul things my Subaru wouldn’t carry. One of those occasions happened to be an early date with my wife. We had just started dating and drove the pickup to have dinner together before I left town in it with a bunch of engine parts in the bed. As a bonus, one of my favorite pictures of Culver, my German shepherd who died last year, was taken in the GMC. You can see I already have a history with Jake, so how could I pass it up?

The fate of my Subaru is still to be determined, but at least I don’t feel backed into a corner anymore. I may scrap the car or I may bring it home and rebuild the engine in my spare time. I’ve even considered swapping in the drivetrain from a WRX STi. Let me know what you’d do with a 1999 Legacy wagon, and Google Car Craft Project Jake to see what Jeff did to this pickup more than a dozen years ago. Who knew, then, these Chevy pickups would make such cool hot rods today?

The post Shop Talk: All in the Family appeared first on Hot Rod Network.

Source: Hot Rod

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  • 2017 Detroit Autorama: 65 Years of Show Car History

    by on May 26, 2017 - 0 Comments

    February in Detroit. Outside, it’s gloomy and cold. Inside, it’s hot and exciting—especially if it’s inside at Cobo Center, home to the Detroit Autorama. The Autorama has packed Cobo Center since 1961, but the event began in 1953. This year, STREET RODDER joined Championship Auto Shows, the Michigan Hot Rod Association, 150,000 spectators, and nearly […]

  • Man Builds Affordable 1966 Charger Using Dirt Track Tricks!

    by on June 1, 2017 - 0 Comments

    Mike Svagera’s mild restomod 1966 Charger proves you can do a reliable driver on the cheap. If we had a nickel for every time we heard the phrase, “I just want to build a good, reliable, fun, and drive-it-anywhere car,” or some variation thereof, we’d have enough money to build a classic Mopar that fit […]

  • 10 Sleeper Cars You’ll Never See Coming on HOT ROD Power Tour 2017

    by on June 11, 2017 - 0 Comments

    HOT ROD Power Tour 2017 Is Presented By Chevrolet Performance And Driven By Continental Tire There is a not-so-subtle art to speed. It is a violent and temperamental animal that rears on its powerful haunches through sound, sensation, and brute force. What is a skillful feat of ingenuity, is hiding that speed. It is an […]

  • New-car loans lasting 73 to 84 months jump 300% in 8 years

    by on May 31, 2017 - 0 Comments

    New-vehicle loans lasting 73 to 84 months have surged 300 percent in the past eight years. Longer terms are becoming more commonplace in used-vehicle financing, too. Source: Automotive News – swapmeetclassified

  • One Lap of America

    by on June 1, 2017 - 0 Comments

    When last we spoke, I was choosing tunes for a road trip. I’ve now survived that trip, the Tire Rack One Lap of America. This event was spawned from the Cannonball Baker Sea-To-Shining-Sea Memorial Trophy Dash, an outlaw cross-country race created by Brock Yates of Car & Driver in 1971. It inspired the movies Cannonball […]