SRT Engineer Explains How Hellcat Hemi Pulls 707 Horsepower

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Development of the new Dodge 6.2-liter supercharged Hellcat Hemi engine focused on two parallel objectives: make more than 700 horsepower, and make it live.

To achieve the former, a 2.4-liter twin-screw supercharger provides nearly 12 pounds of boost to produce 707 horsepower with 650 lb-ft peak torque. To ensure the latter, Chrysler powertrain engineers strengthened nearly every component in the engine. To validate those changes, the team built an entirely new dyno cell for testing, because none of the existing lab facilities were capable of handling that much power. Keep reading

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6.16 Seconds: The New World’s Quickest Street Car!

 

 

During Saturday’s special Heads-Up Challenge to close the 10th anniversary running of Hot Rod Magazine Drag Week, five-time champion Larry Larson laid down the quickest pass in history by a street-legal race car — by a longshot — going 6.16-seconds at 219 miles per hour, shocking those in the house and watching online around the world. Keep reading

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What Happens When You Put The Tires From A Camaro Z/28 On A 1LE?

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Many of those who doubt the capabilities of the Camaro Z/28 claim the car is not well engineered, but rather owes its performance gains to its sticky Pirelli Trofeo R tires. There is no doubt those near-slicks contribute to the car’s performance, but is that really what makes the Z/28 so fast? Motor Trend was curious too and rather than arguing on the internet about it, they put the theory to the test.

It just so happened that MT had both a 2014 Camaro 1LE and a Camaro Z/28 on hand for two separate tests. Figuring out how much of a difference the Pirelli Trofeo R tires make on the 5th generation Camaro was simple: swap the wheels and tires from the 1LE to the Z/28 and vice versa. Then run the cars down the drag strip, on the skid pad and on the figure eight and record the results. Keep reading

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Zora Mid-Engine Corvette To Show Face By 2017

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Yes, you read that right. In 2017, the Corvette will finally introduce a mid-engine layout it was always meant for, with the C8 Corvette Zora, or perhaps the C7 Corvette ZR1.

Of course, those in-the-know have long heard murmurings of a mid-engine ‘Vette, and Chevy has even built several prototypes in the past – such as the 1976 Aerovette and the 1990 CERV III. But General Motors has always entertained the idea with caution, knowing that it’s an expensive change, and one that could potentially alienate a lot of the brand’s die hard loyalists.

Apparently, Chevrolet has decided that America is finally ready. The new Zora-ZR1 supercar will sit at the top of the Corvette range, above the 650 hp Z06, and (for a time) stand alone in offering the MR layout, likely sold alongside the current C7. It’s expected to still maintain Chevrolet’s beloved Small Block in some form, although specific powertrain details are a mystery. And while reports believe that the Zora will keep the aluminum space frame currently seen in the C7 in some way, we have reasons to believe the Corvette C8 will introduce a new platform entirely.

As for the body, we could see carbon fiber doors over the current fiberglass ones. and while Car and Driver believes the chassis will still make use of reworked magnetorheological dampers, control arms and composite leaf springs, we also believe a new suspension system will be introduced.

Though, at this moment, the shroud of mystery is still very much covering the 2017 Corvette Zora-ZR1, and only serves to pique our interest even more. After all, the news of a mid-engine American sportscar is something we’ve not had since the Pontiac Fiero. We just want to buy the C8 a drink and ask all about its powertrain options, new architecture, when it thinks it’ll be ready to become America’s only Corvette, etc.

But as they say, good things come to those who wait.

Credit: http://gmauthority.com/blog/2014/09/zora-mid-engine-corvette-to-show-face-by-2017/#ixzz3D8tbQZRd

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Build it Lamborghini

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Power Valve Tuning Tips From Summit Racing’s Quick Flicks

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Finding Lost Horsepower with Manton Pushrod Technology

By John Baechtel

Extracting every last scrap of performance from a racing engine requires a detailed examination of each individual engine component to determine if there’s lost power due to undiscovered problems such as poor design, component compatibility issues or inaccurate tuning. Among the many critical components in your engine, the pushrod’s contribution is rarely considered as part of the overall power equation. For many builders, it’s simply a matter of selecting a hardened pushrod with the correct length and tip. Unfortunately that leaves a lot of untapped performance on the table, according to the experts at Manton Pushrods.

“The pushrod is the least considered part of any racing engine,” says Manton’s Al Perkins. “Pushrods are absolutely critical to valvetrain stability.” Keep reading

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Early Variable Valve Timing

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Prehistoric valve timing! Three gears centered between the cam and crank gears, with an idler in the middle. A bar moved the idler in either direction to advance or retard the timing—activated under full power or not. A cable operated a small piston nudged by oil pressure, moving the bar and idler gear. The driver pushed the cable one way to advance, or the other to retard timing. Invented by Ollie Norris while at Offenhauser in the mid-1960s.

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The First Drive!

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After installing the new bolt-in transmission crossmember, and finishing up a long list of small “need to do’s”, I snuck the truck out for a trip around the block. With no plates, just insurance on it, I didn’t want to get too risky. That and being a complete rebuild, I want to take it slow with a few shake down runs before getting wild with her, and I still need to get my engine limiters installed before beating on it too hard. But, it drove pretty good, and wasn’t as harsh with the motor plate as I had been expecting. The transmission shifted great, and the brakes worked just as expected. I can tell the truck will be fun as I did goose it a bit and spun the drag radials a bit unintentionally.

I still have a few things I need to get done before I start driving it on a regular basis, such as fix the damn drivers side header gasket that makes it sound like a damn tractor. Fine tune my ignition map to try to help eliminate the part throttle hesitation. Finish tuning the carb now that I can actually drive it. Replace the junk electric cooling fan controller that decided to go belly up a few weeks ago.

But, to finally have her back on the road after four long years, it’s incredibly satisfying and well worth it. I still have a ton of work to do, another engine to build, and my least favorite aspect, bodywork. But, it’s crossed a milestone and it feels pretty good!

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Shoe Shopping

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Still trying to decide what tires to run up front. I am going with 275 Nitto 555r drag radials out back.


Keep reading

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