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Keep Your Cool!
Use Design Engineering’s asbestos-free DEI 010102 2in x 50ft exhaust wrap as a heat barrier to keep the engine and driving compartments cool. It also keeps wires and hoses from melting under extreme conditions, and controls heat in the exhaust system for a performance boost. 
Recent dyno testing at Adrenaline Autosports, in Chatsworth, CA, on a mildly built Ford 302, fitted with stock 289 heads, revealed incredible results. Baseline numbers with a 600-cfm Holley carb and no spacer produced 218.57 rear wheel horsepower at 5500 rpm with 252.97 ft-lbs. of torque. The carb was switched to a 680-cfm QFT street carb, manufactured with a Proform® carb main body, and one pull was made with each of the three variations of Proform 1-inch phenolic spacers supplied in their Trackside Carb Spacer kit.
The wide open spacer proved to be the most efficient for this engine, producing a whopping 244.62 rear wheel horsepower with 276.55 ft-lbs. of torque, equating to a 12% HP increase and , a 9% torque increase. That’s a gain of 26.5 horsepower and 23.58 ft-lbs. of torque with only a carb change and spacer install. We broke down the numbers for the spacer only, and this simple change resulted in an increase of 14 rear wheel horsepower and 9 ft-lbs. of torque. Incredible! and the 3-in-1 spacer kit is under $80. Now that’s a low cost power adder producing astounding results!
By simply changing the carb and adding the Proform 67160C spacer to this engine, we gained increased throttle response, realized the full power band of the engine, and at wide open throttle it felt like it would never stop pulling. That, coupled with the horsepower and torque increase, makes this combination a winner on street or strip.
Crane Cams advises that IT IS NOT advisable to run mechanical lifters on a hydraulic camshaft. Although certain racing applications could benefit from the additional RPM potential of the mechanical lifters (and some racers do so), the ramp design of the hydraulic lobes is not designed for use with valve lash. The resulting harshness (as evidenced by valve train noise) will rapidly shorten the life of the camshaft and the lifters, and also the rest of the valvetrain components. Never run hydraulic lifters on a mechancial camshaft, as immediate lifter pump-up will occur, leading to a lack of performance and possible engine failure.
SuperChips has posted the installation instructions for your Flashpaq, Max Tri-Tune, Max Dual-Tune Tuners (Ford application). These include instructions for SuperChips 1805 Flashpaq, SuperChips 1815 Flashpaq, SuperChips 1825 Flashpaq, SuperChips 1705 Max Tri-Tune, SuperChips 1715 Max Tri-Tune, SuperChips 1724 Max Dual-Tune, and SuperChips 1725 Max Dual-Tune and also SuperChips 1100 Module Ford Blue Unprogrammed:
SuperChips has posted instructions on how to download and program your flashpaq:
If you’re wanting to get the most from your valvetrain, you’ll need to look at your rocker arm geometry (Stud Mount Rockers). When fine tuning your valvetrain, look for a pushrod length that leaves the roller tip of the rocker towards the intake side of the valve tip (NOT dead center of the valve) when the valve is closed. You will see that the pushrod side of the rocker will likely have to drop down, and the roller tip will then pull back toward the intake side. This can be accomplished with shorter length push rods, and will also increase power because the valve will be opening quicker. This will also leave the highest spring pressure load occurring with the rocker tip at the center of the valve at full lift, not off towards the exhaust side. Just be careful not to come in contact with the top of the retainer and the underside of the rocker arms when setting up this geometry.
Wrapping exhaust tubing, particularly headers, is a crucial and important step when controlling exhaust temperatures and reducing radiant under-hood heat by up to 50%. Keeping exhaust gases hotter within the exhaust system helps in decreasing density and as a result increases the flow of exhaust gases. This improves exhaust scavenging, which, in turn, reduces intake temperatures for increased horsepower gains. Also, limiting the radiant heat trapped inside the engine bay decreases heat absorption through the fire wall, which keeps dash components and cabin temperatures to a an absolute minimum.
Oftentimes, people are interested in exhaust wraps, but are afraid that the wrap may damage their pipes. No one is sure who started the rumor, but for some people this inaccuracy has become common knowledge. However, the truth is that wrapping your pipes will not damage them! It will not make the metal brittle or promote any enhanced corrosion. In rare instances, rust and corrosion may occur on lower grade metals. This can be avoided by using a silicone coating to repel water and debris.
Basically, every time you start up an engine, the exhaust system pipes heat up and undergo an aging process that is so nominal it would take 50+ years to actually see any kind of change in the composition of the metal. Exhaust wraps do accelerate the aging process, but even so, it could take up to 30+ years to see any real change in composition, and even that would be nominal at best. The same applies to ceramic jet coatings. So, you can wrap with confidence!
From a driver’s perspective, torque is the only thing that a driver feels, otherwise known as “seat of the pants,” and horsepower is just sort of an esoteric measurement in that context. Three hundred foot pounds of torque will accelerate you just as hard at 2,000 RPM as it would if you were making that torque at 4,000 RPM in the same gear.
In contrast to a torque curve (and the matching pushback into your seat), horsepower rises rapidly with RPM, especially when torque values are also climbing. Horsepower will continue to climb, even well past the torque peak, and will continue to rise as the engine speed climbs until the torque curve really begins to plummet, faster than engine RPM is rising. However, horsepower has nothing to do with what a driver “feels.” The technical term: the moment of a force; the measure of a force’s tendency to produce torsion and rotation about an axis, equal to the vector product of the radius vector from the axis of rotation to the point of application of the force and the force vector.
In layman’s terms(quoted from one of Crane’s techs.), “torque is what breaks the nut loose; horsepower is how fast the nut comes off “
Today PerformanceParts.com announced that they have reduced the price of the K&N 57 Series Fuel Injection Performance Kits to BELOW the competition. The most popular kits are:
PerformanceParts.com has announced that they have added Edge Products to their product line of performance parts. Edge Products carry a line of Fuel Injection parts, Gauges, Programmers and Chips.