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Mr. ego, what I said a couple years ago was that the one of the owners purchased some of my stuff and contacted me back to order some more. I was told via e-mail and phone that it was on the cars in question and I was called from the tech shed when the springs were tested and they were fine. If this was a fabrication by the person on the other end of the phone then I was given the wrong information.
I currently supply many parts for drivers and team owners that have their engines done elsewhere and do not tell anybody about what replacement parts go on their engines. The best way to lose an advantage is to talk about it. I have openly discussed much of what I do to promote discussions on how to make crates better for racing. In most cases my ideas are openly criticized by folks that have never run the parts.
I have purchased prolly $20K worth of crate stuff on e-bay in the last year or two. I have posted on here about these springs once already but I will do it again as ego's memory must be going bad. I use an old Metal-Lax table with a couple different generators on it. I have found that if I install springs in all positions on the table it works better as the frequency generators are tuned to a specific mass that is loaded on the table. When I re-treat small customer spring batches of springs, I need extras to take up the extra spots on the treatment table as well as the submerge tank.
I have never sold a used spring to a customer as a new treated spring. They only cost $25 set when you buy them in bulk and it is not even worth taking a chance on a failure on someones discards.
I have discussed my proprietary spring treatment process more openly this year as the 3 year non-disclose agreement I signed with a Major GM Supplier has expired. As I have mentioned in a couple other posts "valve loft" or "controlled extended valve lift" are some terms that can be used to describe how my treated parts contribute to extended RPM and power increases.
Thru this process I have discovered a specific valve spring frequency that coincides with controlled valve loft. That is why I have my springs marked for Intake and Exhaust. Since the valves are significantly different mass the frequency at which they start to float is way different.
As far as running extended RPM's I have said in the past that to do so successfully, you would need to run my treated springs retainers and locks, along with my engine oil and filter package. You also have to have an electrical, spark system and fuel delivery and exhaust system to be adequate to run up to 7500 in order to achieve extended RPMs with the 604 engine system. I have been working with a well know header builder to get custom primaries, collectors and extensions made to facilitate the process and we have made sequential major gains in the last 4-5 sets of headers. I am currently waiting on a couple sets for New Style Bloomquist chassis as well as the Updated Rocket fronts. Our header spec uses different lengths and diameters along with a unique tunable collector / extension / muffler systems. We tune them on the dyno and supply them to our engine customers. We have seen as much as 40# @ on the bottom for our short track system ( -10hp 6500 ) and +20-25HP at 6500 on our top end systems with only a sacrifice of about 15# at 2500rpms.
As I have been saying for the last 5 years the single biggest gain you can make is matching the fuel curve of your carb to the fuel you are running ( +/- 20HP ). From that point the next biggest gain is matching your distributor timing curve to the acceleration curve of the engine and the burn curve of the fuel. There is about 50HP that you can gain working with bolt-ons and probably 20-25Hp in the rebuild of the engine so from that you could determine that bolt-ons in the right combination might be 2 times more important than a re-build. That is why so many of the really good teams just swap out stock engines every 3-4 races when they lay down. That way they can use their own commbintation of Carb, headers, pulley systems and componennts. Chassis dyno will tell you this in a skinny minute.
If you want to cipher some of this stuff out on your own take 2 or 3 different PS pumps and drive them with a drill and see how much power they pull by putting an AMP Clamp on the power cord of the drill. Do the same thing with a water pump and a couple 5 Gallon jugs and you will quickly find out what I have been doing for the last 30 years.
The reason that it is multi-dimensional in FI fuel mapping is that all of these parameters change with barometer and temp, load, throttle position, vacuum... That is why electronic injection systems on NASCAR engines include adjustable timing, intensity at the coil, and fuel at each cylinder.
Carbureted systems benefit from the same applications. If you want to change the timing at each cylinder you work with the distributor, rotor and cap, if you want to change the temp / fuel mixture at one corner you change jetting, air bleeds, spacer location, carburetor mounting angle or position. There is always another way to skin the cat.
9 Years doing crates starting in 2000 for GM Road Racing then to ASA, Southern All-Stars, UMP, Fastrak, Ne-Smith, Mid-West Dirt, NE Outlaws and have never had a DQ with 100+ race winning tear downs.
I did have a close call with Daudeman last year as I had a multiple race winning engine with too low cranking compression like 100-120. I just told the tech man it was slap wore out and I would have to rebuild it. They inspected the valvetrain and check the cam with the valvetrain cam doctor and found it all to be legal.
Wonder what low cranking compression might indicate or might produce dynamically???
Got it back to the shop and it was still on the HP #'s. Their next engine was little better with new headers and carb and it showed on the track.
I currently supply many parts for drivers and team owners that have their engines done elsewhere and do not tell anybody about what replacement parts go on their engines. The best way to lose an advantage is to talk about it. I have openly discussed much of what I do to promote discussions on how to make crates better for racing. In most cases my ideas are openly criticized by folks that have never run the parts.
I have purchased prolly $20K worth of crate stuff on e-bay in the last year or two. I have posted on here about these springs once already but I will do it again as ego's memory must be going bad. I use an old Metal-Lax table with a couple different generators on it. I have found that if I install springs in all positions on the table it works better as the frequency generators are tuned to a specific mass that is loaded on the table. When I re-treat small customer spring batches of springs, I need extras to take up the extra spots on the treatment table as well as the submerge tank.
I have never sold a used spring to a customer as a new treated spring. They only cost $25 set when you buy them in bulk and it is not even worth taking a chance on a failure on someones discards.
I have discussed my proprietary spring treatment process more openly this year as the 3 year non-disclose agreement I signed with a Major GM Supplier has expired. As I have mentioned in a couple other posts "valve loft" or "controlled extended valve lift" are some terms that can be used to describe how my treated parts contribute to extended RPM and power increases.
Thru this process I have discovered a specific valve spring frequency that coincides with controlled valve loft. That is why I have my springs marked for Intake and Exhaust. Since the valves are significantly different mass the frequency at which they start to float is way different.
As far as running extended RPM's I have said in the past that to do so successfully, you would need to run my treated springs retainers and locks, along with my engine oil and filter package. You also have to have an electrical, spark system and fuel delivery and exhaust system to be adequate to run up to 7500 in order to achieve extended RPMs with the 604 engine system. I have been working with a well know header builder to get custom primaries, collectors and extensions made to facilitate the process and we have made sequential major gains in the last 4-5 sets of headers. I am currently waiting on a couple sets for New Style Bloomquist chassis as well as the Updated Rocket fronts. Our header spec uses different lengths and diameters along with a unique tunable collector / extension / muffler systems. We tune them on the dyno and supply them to our engine customers. We have seen as much as 40# @ on the bottom for our short track system ( -10hp 6500 ) and +20-25HP at 6500 on our top end systems with only a sacrifice of about 15# at 2500rpms.
As I have been saying for the last 5 years the single biggest gain you can make is matching the fuel curve of your carb to the fuel you are running ( +/- 20HP ). From that point the next biggest gain is matching your distributor timing curve to the acceleration curve of the engine and the burn curve of the fuel. There is about 50HP that you can gain working with bolt-ons and probably 20-25Hp in the rebuild of the engine so from that you could determine that bolt-ons in the right combination might be 2 times more important than a re-build. That is why so many of the really good teams just swap out stock engines every 3-4 races when they lay down. That way they can use their own commbintation of Carb, headers, pulley systems and componennts. Chassis dyno will tell you this in a skinny minute.
If you want to cipher some of this stuff out on your own take 2 or 3 different PS pumps and drive them with a drill and see how much power they pull by putting an AMP Clamp on the power cord of the drill. Do the same thing with a water pump and a couple 5 Gallon jugs and you will quickly find out what I have been doing for the last 30 years.
The reason that it is multi-dimensional in FI fuel mapping is that all of these parameters change with barometer and temp, load, throttle position, vacuum... That is why electronic injection systems on NASCAR engines include adjustable timing, intensity at the coil, and fuel at each cylinder.
Carbureted systems benefit from the same applications. If you want to change the timing at each cylinder you work with the distributor, rotor and cap, if you want to change the temp / fuel mixture at one corner you change jetting, air bleeds, spacer location, carburetor mounting angle or position. There is always another way to skin the cat.
9 Years doing crates starting in 2000 for GM Road Racing then to ASA, Southern All-Stars, UMP, Fastrak, Ne-Smith, Mid-West Dirt, NE Outlaws and have never had a DQ with 100+ race winning tear downs.
I did have a close call with Daudeman last year as I had a multiple race winning engine with too low cranking compression like 100-120. I just told the tech man it was slap wore out and I would have to rebuild it. They inspected the valvetrain and check the cam with the valvetrain cam doctor and found it all to be legal.
Wonder what low cranking compression might indicate or might produce dynamically???
Got it back to the shop and it was still on the HP #'s. Their next engine was little better with new headers and carb and it showed on the track.
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