Performance Parts News

Flowmaster has announced the release of their American Thunder™ performance exhaust kit for the ‘05-’07 Corvette (except Z06) with factory style quad tips. This axle-back system features 2.50-inch mandrel bent tubing and a pair of specifically tuned 5×12-inch, 50 Series™ mufflers. Flowmaster has reportedly engineered these mufflers with a unique Helmholtzs-tuning chamber to control interior noise, while delivering a deep and nicely aggressive exterior sound. Throughout extensive testing, this kit has provided significant horsepower and torque gains. It is easily installed because of its factory-style hardware. The kit is finished off with embossed 3.5-inch, rolled edge, double walled, polished stainless tips. As with all of their systems, Flowmaster has included the installation instructions and accessory hardware.

Flowmaster 17427 American Thunder™ Exhaust System

For more information, including other Flowmaster products, click here.

JET Performance Products has released a powerful new tuning software package for GM Duramax diesel trucks that allows the user to modify virtually every aspect of the vehicle’s programming. The Dynamic Spectrum Tuner (DST) is designed for the performance enthusiast who wants total control of their vehicle’s programming and provides all the tools needed for precise performance tuning from a laptop or PC. The comprehensive software allows editing of fuel and boost parameters, top speed and engine rev limiters, glow plug settings, injection timing, speedometer calibration, torque management settings and a wide variety of other functions. Modifications are made using detailed table and graph views for easy and accurate parameter editing. The modified software is then transferred to the vehicle using the supplied interface cable.

JET 14006 Dynamic Spectrum Tuner

For more information, including other products from JET, click here.

Something that many people take for granted is checking the camshaft end play (especially on flat-faced lifter camshafts) when assembling their engine.  In most instances, the lifters will bear against the taper that is ground into each lobe, locating the camshaft to the rear of the engine, as intended. However, there are a number of other factors that must be considered and should always be checked for good performance and longevity.

When building a fresh engine with new cam bearings, the cam end plug has been removed, and a new one should have been installed.  If the end plug is now located too far forward in the block, the end of the cam may now be bottoming out on the plug, causing the lobes to be improperly aligned with the lifters. It will also cause the timing sprockets to be out of line.  This will cause premature cam and lifter wear, and will damage the timing chain and sprockets. Make sure that the cam sprocket is able to ride against its correct thrust surface and that the cam and crank sprocket are in alignment when installed on your camshaft.  On engines that may have a cam thrust plate (Ford FE, Chrysler LA 273-360, etc.), clearance to the end plug must also be checked.  If the plug is too far forward when the plate is tightened, the back of the cam could now be forced against the rear plug.  Galling will occur, heat will be generated, and unhappy metal particles may be passing through your powerplant.  Also, camshafts from different manufacturers may have slightly different lengths, so don’t assume that if one cam fits properly, others will as well.

On thrust plate equipped engines, plates may vary slightly in thickness, and the steps on the cam and cam sprocket can also vary.  Make sure that you don’t have a stack-up of tolerances that could prevent the cam from rotating freely.  Install the cam, thrust plate, and sprockets without the timing chain to verify that nothing is in a bind.  You should have approximately .003-.005″ of end play to allow for thermal changes and to promote proper lubrication in the thrust area.  Engines that have roller camshafts installed (that didn’t originally have them) may require an aftermarket cam button spacer or some other type of device to keep the cam from moving forward (roller camshafts have no lobe taper).  A slight amount of end play is also required for proper function.  If possible, leave the cam end plug out until final assembly.  This way, you can check end play once the front cover has been installed, its gasket crushed, and all tolerances taken up.  With a dial indicator riding against the rear of the cam, reach through the lifter bores and move the cam back and forth.  The .003-.005″ end play dimension should be maintained.  When installing the cam end plug, be careful not to drive it in too far, undoing all of the work you’ve done up to this point.

There are many configurations and methods that manufacturers have used to locate their camshafts properly. It would be impossible to list all of them here.  Just be sure to check the basics of proper cam alignment, end play, and free rotation.  If you aren’t sure that what you have is correct, consult a shop manual, or someone familiar with your type of engine and application.

Lakewood Industries has designed a new set of adjustable lower control arms specifically for the 2005 Ford Mustang. They replace the stock factory control arms which can twist when adding horsepower. Lakewood reports that this upgrade is a must for anyone wanting to put the power to the pavement! They feature an attractive black powder-coated finish, which make them rust and corrosion resistant, and they prevent wheel-hop and help keep the tires planted firmly on the ground. They are also fully adjustable “on-the-car.” Easily adjusted by hand, they make for quick and easy pinion angle adjustments to dial in your suspension. The grease fittings are also easy to reach so you can keep the control arms lubricated and working smoothly. They are made with high-strength steel to handle all of the performance you can put to the road and they will also reduce noise and vibration because of their polyurethane brushings, which absorb shock. Lakewood confirms, however, that they are still stiff enough for racing!

Lakewood 20105 Lower Control Arms

For more information, including other Lakewood products, click here.

Centerforce is proud to announce a new performance replacement clutch disc for 1999 to 2004 Ford Mustangs. To take advantage, you will need an 11″ diameter clutch with an aftermarket 26 spline transmission input shaft. The new clutch disc replaces the stock disc with a more reliable assembly and a higher holding capacity designed only for use with a Centerforce clutch pressure plate. It has been designed for mild horsepower & torque increases. Centerforce strives to provide the best products on the market at any performance level by constantly testing different materials and designs to find the best combination.

Centerforce 388144 Clutch Disk

For more information, including other Centerforce products, click here.