Your shopping cart is empty.
Product Qty Amount


'Glaze busting'

[email protected]
You've just reached the midpoint of the season, your engine is a little 'tired' and so you send it back for a general rebuild to tide you through to the end of the year. As a 'spec' engine, identical to others in the formula, the builder will no doubt strip it and check it for wear on the valve seats and tappets before rebuilding with new bearings and gaskets. But what does he do about the piston rings and cylinder bore? The engine may be slightly down on a cylinder...


[email protected]
Although using engines that, in the words of TRD's Lee White are "rooted in 1960's architecture", much about NASCAR is right up to date, employing modern design trends and manufacturing methods. NASCAR appeals to a specific audience, who are perhaps less technically motivated than those who follow MotoGP or Formula One, yet it attracts and retains a lot of the very best engineers in racing - precisely because of the technical challenges that the pushrod V8 engines present....


[email protected]
When we talk about friction in regard to race engines, we are normally referring to the power or energy lost due to it, but the phenomenon of friction plays an important role in the function of many components in a race engine. Fasteners are a particular example. For critical applications, we would ideally like to measure the tension in a fastener directly, but this is rarely possible. Our next best method of gauging the tension in a fastener immediately after tightening is to measure its...

Lubrication in Formula One

[email protected]
The role of the lubricant in any tribological system is to eliminate component wear and minimise the frictional drag. This is as true for any road-going touring car engine as it is for one used in Formula One - indeed, in many ways the former is a far harder task since the engine has to be protected over a much wider range of operating conditions, summer and winter and often up to 20,000 miles between oil drains. In the case of the latter, the oil simply has to last only the race. However,...

The wet sump

[email protected]

When it comes to any form of competition engine, I prefer my oil systems to be like my Martinis - dry. But as 99% or more of the engines in the world store their oil immediately below the crankcase, it will come as no surprise that some race regulations insist that this arrangement must be retained. And apart from having to mount the engine a little higher in the chassis and the ever-present issue of oil surge on corners and under braking/acceleration, other problems, sometimes totally...