Since the wholesale transition to EFI, some of us have forgotten about vapor lock and the subtleties of intake manifold design with carburetors, but many (most?) hot-rod and racing engines still breathe through the mechanical mixture maker.
There’s a whole lot of tech involved in high-performance brake systems, and here we’ll start off our ongoing series on the subject with the parts that pinch the pads.
Whether you call it biting the bullet, or making the commitment, if you’re going to build high-performance engines you’re going to have to invest in tools.
As promised, the tale of the little Torino that could and the Ciera that couldn’t continues — please bear in mind that a lot of time and miles have passed since the events described herein, and some facts may be lost to the sands of time. The story, however, is as true as I can render it after forty years.
What a concept! The idea may be a century old, but it can still make a small engine put out like a big one. This two-part series will prepare you for high-performance modifications with information on operating principles, design fundamentals, diagnostic info, and replacement and upgrade alternatives.
In the first installment of our Weekend Warrior column on The Henry Ford, we explained the essence of this fabled institution just outside of Detroit. Tracing its heritage to the late 1920’s, The Henry Ford is actually five attractions all rolled up into one, and attracts as many as a million visitors each year.
Bill McKnight dispels any misconceptions you may have about multi-layer steel gaskets. This tough, high-precision type of gasket makes the old composite variety look downright primitive.
