If you haven’t considered installing a brand-new carburetor lately, here’s something to keep in mind: Most don’t require much effort to install, generally have the potential to free up hidden power and fuel mileage, don’t require much maintenance, and are pretty affordable. Many are ready to go right out of the box, only requiring an idle or primary jet adjustment to dial it in. This “set it and forget” attitude makes installing a new carb that much easier; getting your sled back out on the road in no time. Read more
One of the abilities that separates the experienced engine builders from the novices is properly fitting the bearing clearances for both the crank and rod journals From the December, 2011 issue of Circle Track By Jeff Huneycutt When you get right down to it, many of the tasks involved in building a race are mundane. It isn’t too difficult to drop a piston in a hole or bolt up an intake manifold. And neither is checking your valve lash or fitting your main and rod bearings. The trick is knowing how to do it right, taking your time to pay attention to the details and having the proper tools which can make your life a lot easier. Read more
Lets start with what a 2 and 4 bolt main is anyway. What holds your crankshaft in are main caps. These are what the crank bearings sit in and most engines have 5 caps. A 2 bolt cap is fastened to the block by 2 bolts and a 4 bolt cap has 4 bolts (2 on each side). Main caps are the only thing keeping your crank from falling out the bottom of your engine. When you increase the load on the crank, you inherently increase the load on the main caps. Any time you increase horsepower, torque and cylinder pressure, you increase crankshaft load. It would take quite a bit more stress to rip-out 4 bolts than it would just 2, so that’s why the 4 bolt mains are stronger than the 2 boilt mains. This is the theory behind it anyway. I have to say though… I have never seen a crank get “blown-out” of an engine, be it a 2 bolt or a 4 bolt main engine. I have seen engines “blow-up”, leaving pieces of crank and engine block all over the track but it is usually due to metal fatigue and failure somewhere else and not the main caps blowing-off. Read more
Holley recently introduced the Ultra HP series of racing carburetors. But is new really better?
From the September, 2012 issue of Circle Track
By Jeff Huneycutt
Photography by Jeff HuneycuttHolley is easily one of the most iconic brands in all of racing. It has to be right up there with Ford, Chevrolet, and Earnhardt. Even now that NASCAR’s Sprint Cup Series has ditched carburetors in favor of very expensive fuel-injection systems, the sanctioning body still turned to Holley to manufacture and supply the throttle bodies. Read more
Circle Track digs deep into the state of the art in ignition technology to help you get the most consistent spark in your race car.
From the July, 2012 issue of Circle Track
By Jeff Huneycutt
Photography by Jeff HuneycuttFor most of us at least, when it comes to ignition systems, as long as we are getting spark in all eight cylinders and the engine isn’t popping and missing, we’re usually pretty happy. Maybe we’ll hook up a timing light every now and then just to make sure the engine timing is still at least close where the engine builder said to put it, but that is probably about it. Read more