Archive for the ‘pushrods’ Category

How does it fit at the end(s)?

Tuesday, August 17th, 2010

pushrodsIn the pushrod section of RET-Monitor the reader has been given an insight into the different aspects of pushrod design. Much information has been shared on the specifics of the pushrod concerning its shape, material and contact area of cup and/or bowl.

The specifics of the connection between the either hollow or solid centre part of the pushrod has been briefly touched on. In this article the different concepts of connecting the pushrod ends to the centre part are explored further. Read more…

How to adjust your sets

Friday, July 2nd, 2010

pushrodsIn our May issue, we spoke about the challenges of pushrod fitment issues and how to find the proper avenues for combating strength and lightness problems. Beyond fitment though, there are the closely linked issues of pushrod adjustment and the inevitable challenge of cost.

Fine adjustment will always be needed in the valvetrain to allow for manufacturing and assembly tolerances of such a long chain of interacting components. Typically for pushrods, much more Read more…

Solving pushrod fitment challenges

Thursday, May 13th, 2010

pushrodsWhile pushrods may not have a place in (relatively) unrestricted, top-flight racing engines any more, they are still a part of the racing landscape in many forms of racing, whether by regulation or through financial expediency.

NASCAR, of course, mandates the use of a pushrod engine in all its racing series, along with a single block-mounted camshaft and a controlled height above the crankshaft. Like almost every part of a racing engine, pushrod design is the subject of a Read more…

Tool steel for pushrods adds strength and reliability

Wednesday, March 31st, 2010

pushrodsA strong and stable valvetrain is essential to power an NHRA Full Throttle Drag Racing Series Top Fuel rail down the 1000-foot dragstrip. For that reason, teams are always looking to improve stability of the pushrod.

For a long time, Kenny Bernstein Racing used only hollow pushrods - and purchased those exclusively from Manton Pushrods in Lake Elsinore, California. While the Top Fuel team continues to work with Terry Manton for its pushrods, the specification Read more…

Pushrod clearances count

Tuesday, February 16th, 2010

pushrodsToyota Racing Development (TRD) of Costa Mesa, California maintains a long-term relationship with pushrod manufacturer Trend Performance of Warren, Michigan. “We’ve worked with them on many other projects as well as the NASCAR Sprint Cup developments,” notes David Currier, vice president of engine engineering at TRD.

Although the service life of intake and exhaust pushrods is, conceivably, longer than the 700 miles that make up each Sprint Cup race Read more…

PUSHRODS ON THE WATER

Thursday, January 21st, 2010

pushrods“Any time we need a 3/8-inch diameter pushrod with a 0.120 wall, we go to Manley Performance Products of Lakewood, New Jersey,” state Stewart Van Dyne II and Stewart Van Dyne III (Tres) of Van Dyne Engineering in Huntington Beach, California.

Pushrod sizing is important for the 830-horsepower, 510-cubic-inch big block Chevrolet (with spec heads and manifold) that the Van Dyne father-and-son combo prepare for the American Power Boat Association (APBA) Super Cat used by two-time World Read more…

When a pushrod fails

Saturday, December 19th, 2009

pushrodsEvery part on a NHRA Full Throttle Drag Racing Series Top Fuel engine takes more abuse than in any other type of racing. It’s the nature of the beast. Even the pushrods can get hurt – although they might have the longest life span of any integral part in the valvetrain.

This particular Manton intake pushrod was installed for eliminations at the penultimate NHRA round (of 24) on The Strip at Las Vegas Motor Speedway. It was being used in the Don Schumacher Racing Matco Tools Top Fuel rail of Antron Brown, who finished third in the season-long Read more…

The stiffer the better

Sunday, November 15th, 2009

pushrodsUp until about five years ago, the standard pushrod outside diameter for a USAC National midget engine was 5/16 inch, costing roughly $6 each. That has changed, according to Frank Honsowetz of Ed Pink Racing Engines (EPRE). Now, he uses one of two Trend 4130 chrome moly pushrod specifications, both with carbo-nitriding that infuses carbon into the material for a better bearing surface.

Honsowetz said the 166-cubic-inch Toyota four-cylinder engine they build for use in USAC’s National midget Read more…

ENDING THE BEND

Monday, October 12th, 2009

pushrodsAlthough Funny Car engines get torn down from top to bottom end between 1000-foot NHRA Full Throttle Drag Racing Series passes, it’s easy to overlook pushrods “because they are that good,” according to 2008 series runner-up and 2009 Countdown to One participant Tim Wilkerson. He’s been using “nothing but Manton pushrods” in his engines for many years citing, “Terry’s got a good product and he’s quick to fix something if it’s wrong.”

The clearance difficulties inherent with a nitro-burning Read more…

Pushrod Properties

Sunday, September 13th, 2009

pushrodsWhen engaged in building Dodge Mopar engines for use in USAC’s National Midget series, Bob Wirth of Hayward, California relies on pushrods from Smith Bros of Bend, Oregon.

He works with the raised port (RP) head and relates, “The RP cylinder head layout is really hard on parts. The intake rocker is offset 3/4-inch and that exacerbates the stress at the adjuster and at the end of the pushrod, because you’ve got a rocking couple across the span of the rocker. This ‘ball on ball’ pushrod has an undercut on the ball Read more…