The build took Edwards more than two years to complete, and he funded the entire build out of his own pocket. “This is a completely home-built project, no professionals involved,” Edwards said. “From the design and construction of the frame to the finished paint, it was all home-built.” The belly tank racer was built with strict adherence to the SCTA rule book, and Edwards intended to race his creation at the Utah Salt Flats Racing Association‘s World of Speed event in 2017.
Upgrading the camshaft will require the matching valve springs. Titanium retainers are also recommended. They will reduce the valve weight and prevent valve float. The trunnion bearings in the stock rocker arms are a known weak point. We strongly recommend a trunnion upgrade kit. Swapping in a set of full roller rockers is another option.
You’ve got questions. We’ve got answers. We work with the Summit Racing tech department to tackle your automotive-related conundrums. This week, we’re talking about swapping a 350 crate engine into an ’85 IROC-Z Camaro currently powered by a 305 TPI engine.
The Winternationals Super Comp money round was historic as it marked the 13th brother-vs.-brother final in NHRA history. Gabriel Torres took the win over his brother, Val Jr., with a .035-second reaction time and 8.922 at 165.46 on the 8.90 index to a .024 and 8.941 at 176.26.
Like other LS engines, a cam swap is common. The LSA has a very small camshaft. Upgrading to a LS9 camshaft is worth about 30 hp, however, it won’t make more power until 4,800 rpm. It’s really only worth it if you plan on running at high rpm. Larger, aftermarket cams can add about 50 hp. Going as high as 0.630 in. of valve lift is also common. The table below gives some information on what to expect from different cams. (Note: We are assuming a standard blower, pulleys, and tune on pump gas.)
Fuel injectors and the rails that hold them are just as susceptible to heat issues as the carburetors they replaced. Located on top of the engine, fuel rails see a lot of heat exposure. On late model vehicles this issue is further compounded by how compact and tight modern engine compartments tend to be, along with the factory engine covers that are all the rage these days, trapping even more heat that can be transferred to the fuel as it flows through the rails on its way to the injectors.
This can cause a lean issue that creates a ripe environment for detonation, which will reduce horsepower as the computer senses the detonation and begins reducing ignition timing along with other adjustments to elimination the detonation. In these types of scenarios, just one degree less of ignition timing can cost you 10-12 horsepower. Hot, more vaporous fuel also doesn’t atomize as efficiently, which can negatively affect the injector spray pattern and how the fuel mixes with the air, both of which can cause a loss of power and performance.
“This is awesome,” the younger Torres said, hoisting the trophy. “Me, my brother, my dad, we’re all so competitive. I knew it was going to be tough, and it could have gone either way [in the final], but we’re always on each other’s team. We have a little rivalry, but we always want each other to do good.” Top Dragster #1 qualifier Steve Will had been to the winner’s circle before in support of daughter and Top Fuel driver Hillary Will Hines, but this was dad’s first victory of his own at a national event.