We have two products on sale this weekend, starting Friday 3/19/2010:
1) Brad Penn oil. By using the coupon code “bpoil” recieve an extra 5$ off per case. Now is the time to stock up on oil for the season! This offer only applies to full case quantities, and must be purchased online Coupon will be valid starting at 12:01 AM on Friday, and ends Sunday at 11:59PM. Brad Penn Products
2) Rollmaster Timing Sets: Use the coupon “rollmaster” and recieve an additional $10 off on the best timing sets available. Coupon will be valid from 12:01 AM on Friday, through 11:59 PM on Sunday. Online orders only. Rollmaster
Thinking about stepping up the connecting rods in your engine this year? If so, this weekend is a great opportunity to do so! Just place your online order, and enter “oliver’ in the coupon code and recieve an additional $34 off our already low prices on Oliver Billet Rods. Available online only. Offer valid only on Oliver Billet Connecting Rods. Click here to see our Oliver Rods.
If you race it…
we build a rod for it.
Oliver American made billet rods made from E4340AQ designed by engineers, racers and engine builders using the latest design tools and manufacturing technology to create a new benchmark in quality, availability and service.
Oliver rods are available in the proper offset to fit most commonly used applications and are widely used in NASCAR, Nextel Cup, Busch Grand National cars and Craftsman Trucks. NHRA and IHRA drag racing, World of Outlaws sprint cars and late models, pavement late models and super modifieds. Oliver rods are also used in truck and tractor pulling, offshore powerboat racing, drag boats and world speed record vehicles, Including our World Record holding land speed Mod Motor in Steve Benyo’s 2003 Cobra.
Competition Components is pleased to announce the availability of Innovators West’s new vibration dampers for 5.7 and 6.1 HEMI applications. Currently, all models are available in overdrive configurations to get additional boost in supercharger applications. We have used Innovators West dampers for years and have always been pleased with their quality. Even in extreme horsepower applications, bearings come out of these engines in great shape, the true measure of how well a damper does it’s job.
Competition Components is pleased to announce the addition of CNC Ported Edelbrock heads for small block mopar applications. We have taken the solid foundation of Edelbrock’s Small Block Mopar head castings and put together a premium hardware package for hydraulic, mechanical flat tappet and Hydraulic roller applications.
Edelbrock Performer RPM castings (Made in USA)
Full CNC Porting of runners and chambers
2.055/1.600 stainless steel valves with undercut stems
John Csordas Jr is a Buick guy through and through. Attend just about any Buick event and John and his family will be there with one of their several Buicks. Our favorite ride of theirs right now is the 71 Skylark street car. Not your common street car, this 71 has a full 25.5 certified chassis from NRC motorsports and is set up to run a drag radial. The car sees some street duty, and is raced in full street trim. One thing a lot of guys fail to realize is that most of these Buicks are heavy. Like really heavy. Junior’s car makes the scales whimper, weighing in just a couple of doughnuts short of 4000 lbs. To run bottom 9’s at 150mph like it does (yeah, you read that right) it has to be making somewhere over 1,000 HP, probably closer to 1100.
Power comes from a stock stroke 455 Buick built by Scotty’s Engine Technology in Florida. The internals are smart, but straightforward. Stock crank, R&R aluminum rods and Wiseco pistons round out the rotating assembly, which is held in check with a Rob Giroux (Precision Billet Designs) halo girdle. The short block is topped off with TA Stage 3 heads and intake. The custom flat tappet camshaft is from Scott Brown at Competition Components, and is around 260@ .050, with .600 lift. A Procharger F1R making 12lbs of boost and blowing through a Quick Fuel 850, is what makes this combo really hum. All brackets for the Procharger were designed by Cliff Gilman, and fabricated by Precision Billet Design. A custom 3500 Converter from Lenny at Ultimate converters transfers power to the Mark Deconti Turbo 400 that shifts on its own with the governor set at 6000RPM. So far, the ten bolt with 3.73 gears has managed to hold up under all that power and weight. So far, the car has run a best of 9.12 @ 150 with 12 psi of boost. Hopefully spring of 2010 will show us even more.
Junior made sure to thank Scott Brown at Competition Components, Bobb and Geoff at Finishline, Precision Billet Design, TA Performance, Scotty’s racing technology, Deconti Transmission, and Lenny at Ultimate Converters.
Some guys have a lot of money to spend on their toys. Other guys have to be more budget concious. Aftermarket blocks, high dollar heads, roller cams, yeah, who doesn’t dream about that stuff? Sometimes it just isn’t in the cards.
Phil doesn’t have a ton of extra dough, like most of us. But he does want to go racing! So you have to be smart about the dollars you have available. The car, a 1972 Nova, weighs in at about 3500lbs. It’s a basic street/strip type of set up. Mini tubs, 10 point cage with swing out bars, Jaz poly seats, make for an all business approach. The outside of the body is stock and all steel other than the fiberglass cowl hood and front bumper both from Harwood. Slicks are 30X9, and front runners round out the package.
The engine is equally no frills, but just as smart. Stock block and 063 oval port heads are the core to the combo. The stock GM steel crank is.010/.010 and slings GM rods with 7/16 ARP bolts and TRW domed pistons. All business, no flash. Cam is a flat tappet form Competition Components 256/266 with .636 lift. EDM constant oiling lifters make sure the cam and lifters get plenty of lube. Comp Stainless rockers and .080 pushrods make sure that all of the lift the flat tappet can produce gets to the valve. The Beehive springs and retainers keep the heavy valvetrain in check. An 850 Quick Fuel carb sits on top of an unmodified Team G from Weiand. The 8″ converter is from Transmission Specialties, and the transmission is a bullet proof ‘glide from Hutch’s transmission in Canada.
The old girl has done right by Phil so far, it’s been a best of 10.88 at almost 123 MPH with the old 4500 converter. The new 8″ converter should help launch the car a bit harder, so hopefully ET’s will improve a little. At this weight, a 3 speed would probably help some too, but that is just on the wish list for right now.
Web site updated to show the latest offering from CP Pistons, their new Bullet line : Bullet Pistons by CP
CP Pistons new Bullet product line
They are a great value! They run a little bit more than some of the other economy line pistons, but they have really done a great job of incorporating the latest in piston design into these slugs, and the come with rings and pins!
The first year we run the car naturally aspirated because of the delays with K1 crank and rods. It run decently with the Scott Brown (Competition Components) cammed 528 pump gas wedge; 10.64/130 mph.
For the next summer we got the turbo engine built; 7.1″ K1 rods, 3.75″ stroke K1 crank, Ross dished pistons (51cc, 8.6:1), Scott Brown cam with around 260 degrees at .050″ and almost 0.7″ lift with 1.6 ratio Erson rockers. The Indy intake was converted to EFI by adding injector bungs Instead of welding they are press fit and glued; seems to work, Wilson elbow and 95mm throttle body. Heads are Indy 440-1, homeported with 2.25″ intake valves, valvesprings are Isky gold stripe. Oiling is with a regular Melling hv pump and external static single line pick up. Self made 8 quart pan since nothing is available aftermarket for this body. Headers are black iron, 2″ to 1 7/8 to 1 3/4 an 4-2 models because of the twin entry turbos. Exhaust is 4″ with bullet mufflers. The turbos are realatively small, Garrett hybrids with 68mm compressor and 88mm turbine, 1.22 A/R. They spool very quickly and the car can be raced without any tricks to get the boost up. Twin 60mm HKS wste gates and local Pates racing pop off valves. The injectors are 160 lbs, ignition is done with a hall sensor, four 6mm bolts are threaded 90 degrees apart to the self made aluminum lower pulley, distributor is used for distributing the spark and with 7 peaks removed from the reluctor also acts as a cam sensor. MSD 7 AL2. Engine management is Autronic SM4. Cooling is handled by a big griffin radiator and Craig Davies EWP water system with variable speed external pump and a temp controller, the cooling is reversed and water is also put in from between the siamesed center exhaust ports. Intercooler is locally built air/air, typical intake temp at 18 psi is around 130-140F
The transmission is a JW Ultraglide with seven disc clutch and wide band, 1.80 straight gears. Originally rated for 1800 hp and worked flawlessly. The converter is PTC 10″ with ateel stator that has also worked like charm. We had it tightened last summer since when adding boost we run out of stall speed. One example of the innovative thnking is the trans fluid; we have been fine adjusting the stall speed with SAE 80 wet brake fluid, and currently have about 70% of SAE 80 and the rest ATF. The stall speed is 6200 with full boost, currently about 18-20 psi. 4″ cro mo drive shaft with 1350 joints. Rear is Strange S 60 wit 4.10 gears, spool and 40 spline solid axles. Wheels are weld all over front brakes are HD B-body Wilwoods fitted in to the C-body spindles (-50 lbs), fornt tires regular street Hankooks and rears M/T ET Streets 18.5″/33″. Four link with a wishbone in the rear from a quartermax kit and Strange double adjustable shocks. Front suspension and steering are Stock, extra heavy duty torsion bars (1.18″ vs 0.98″ stock) and Koni shocks. Front and rear bumpers, hood and doors are fiberglass and side & rear glasses lexan. The chassis is SFI 25.5 cerified which created a major problem since it has got a maximum weight of 3600 lbs. After all the work we are currently under it and with the smaller fuel cell we can now even hopefully add wheelie bars and a rear sway bar. We currently leave the line at about 10 psi and the best 60 ft so far has been 1.26. Shift at around 7100, 1/8 mile 5.100 at 143 mph and the quarter mile 7.89/174+, against the 7500 rew limiter about 0.5 seconds. We have still about 5 psi of boost left in the current turbos, and the launch propably could be made better. Haven’t also used the many properties of the Autronic, controlling boost etc. I think we can still cut a couple of tenths without parts changes, but we’ll see.
Some families have issues with sibling rivalry. Not Brian and Ed Sobczyk. They work as more of a team. It probably comes from years of working together at the family business, (TJ and Sons in Madison Heights, MI) where they work on daily drivers for local customers as well as lots of local hot rods.
Ed’s Pontiac combo is very similar to Brian’s Buick (featured below)
Custom Scott Brown (Competition Components) Flat tappet Camshaft 256 @ .050, .600 lift
Scorpion Rocker Arms
Edelbrock Victor intake
Quick Fuel 4150
Custom PTC torque converter
4.10 Gears
Full 3″ exhaust
Ed’s car is regularly street driven and raced at Milan fairly often. When this combo was originally put together, it had an Edelbrock Performer RPM intake, and ran a best of 11.14. The photos in this post are old, from the first day at the track with that combo. Upcoming changes include a dominator carb. The car weighs in at 3700+ lbs, and currently runs in the 10’80’s
The purpose behind this engine was to build a max effort street strip Buick 455 combo, using the new Edelbrock heads. The heads are fully ported and will be available from Competition Components. The car is regularly street driven, weighs 3900+ lbs and is cruised regularly, so race fuel was not an option.
Buildup:
Stock 455 Buick Block (+.038)
Finishline Halo Girdle
Stock 455 Buick Crank
4340 Pontiac I Beam rods (modified to fit Buick journal)
