Happy July 4th! If you have speakers plugged into your computer, turn it up. Hopefully you have a subwoofer, too! This footage is me walking through Vic Edelbrock's collection of vintage Trans-Am racecars as they're being prepared for the Group 7A races and enjoying the sights and sounds...
The Trans-Am Series is an automobile racing series which was created in 1966 by Sports Car Club of America (SCCA). This was the proving ground for all American manufacturers to compete with race-modified production cars. It ran until 1972 when at the height of Richard Nixon's incompetence dealing with OPEC, we had a gas shortage which was compounded by an embargo levied against us. Syria, Egypt and Tunisia didn't really like Nixon re-feuling their arch-enemy, Israel. Rather than address the shortage, the auto industry was heavily regulated to curb consumption. Further restrictions placed on the oil industry by an other rocket surgeon, Jimmy Carter, left us unable to further develop our own oil supplies which cemented these changes to the auto industry. These events changed muscle cars as we knew them into complete turds for over a decade while US auto makers struggled with the regulations and re-learned how to produce decent cars again... but for the "pony cars", it was the beginning of the end. The oil embargo of 1973 changed the shape of not only the auto industry, but all forms of auto racing to follow.
You used to be able to afford these cars. I remember when... back when I was in high school...
But it's 2010 now. This race celebrates all the classic cars you've dreamed of owning or being seen in. These things auction in the 6+ figures now (because of their race history). Enjoy this parade of '60's and early '70's model Ford Mustangs, Chevrolet Camaros, Plymouth Barracudas, Mercury Cougars, AMC Javelins, Pontiac Firebirds, and Dodge Challengers. This event required that they be in their original race condition in order to run with the Group 7A cars, so the contest to follow is all about how much compression these 40+ year old cars have left, and who's driving it. These beauties have been meticulously preserved by the best collectors, engineers and mechanics in the industry. I hope you guys can appreciate it because this is off my normal subject material.
I just wanted to change things up and post something American on Independence day. This one's for the Veterans.
Trans-Am Group 7A Race at Laguna Seca
Pardon the shakes. I traveled 3200 miles to see this and I don't carry a
tripod on this trek. I've cut out some of the panning, but how often do
you get to see these kinds of cars actually racing the way they were
intended to be raced?
Enjoy the thoroughbreds!
2010 Rolex Monterey Motorsports Reunion Final standings...
1 77 Ken Epsman Saratoga, CA 1970 Dodge Challenger 5000cc 8 01:40.792 4
2 2 Jim Hague Saratoga, CA 1971 AMC Javelin 5000cc 8 01:41.757 3
3 64 Chad Raynal San Jose, CA 1969 Chevrolet Camaro Z/28 5000cc 7 01:42.643 7
4 102 2-Bruce Canepa Scotts Valley, CA 1969 Ford Mustang 4949cc 5 01:42.888 5
5 22 Gary Goeringer Nipomo, CA 1968 Ford Mustang 5000cc 7 01:43.398 2
6 113 13-Tomy Drissi Los Angeles, CA 1970 Chevrolet Camaro 4998cc 7 01:43.527 6
7 28 Gregory Weirick Malibu, CA 1970 Chevrolet Camaro 5000cc 7 01:44.253 6
8 57 Forrest Straight Mountain View, CA 1970 Ford Boss 302 Mustang 5000cc 6 01:44.370 2
9 42 Andy Boone Laguna Beach, CA 1970 Plymouth Barracuda 4983cc 7 01:44.447
10 201 1-Dan Walters Morgan Hill, CA 1972 AMC Javelin 5000cc 6 01:44.664 5
11 5 Michael Eisenberg Northridge, CA 1963 Ford Falcon Sprint 4737cc 7
12 45 Ken Adams Gilroy, CA 1969 Ford Boss 302 Mustang 4949cc 7 01:45.106 3
13 48 Craig H. Jackson Scottsdale, AZ 1970 Plymouth Barracuda 5000cc 7
14 71 Jeffrey H. Stout Manhattan Beach, CA 1970 Chevrolet Camaro 5000cc 7 01:45.121 5
15 1 Jim Click Tucson, AZ 1969 Ford Boss 302 Mustang 4998cc 5 01:45.172 3
16 30 Arthur Miller Santa Barbara, CA 1967 Chevrolet Camaro 5000cc 7 01:45.181 5
17 128 28-Nick DeVitis Sammamish, WA 1968 Ford Mustang 4949cc 7 01:45.766 3
18 15 Patrick S. Ryan Asheville, NC 1967 Chevrolet Camaro 5000cc 7 01:45.793 5
19 11 Stephen Sorenson Morgan Hill, CA 1970 Chevrolet Camaro 5000cc 7 01:46.401 6
20 215 15-Daniel Lipetz Vancouver, BC 1970 Ford Boss 302 Mustang 4950cc 6 01:47.353 3
21 41 Robert Canepa Diablo, CA 1970 Ford Boss 302 Mustang 5000cc 6 01:47.380 4
22 115 15-Brian Ferrin Sonoma, CA 1970 Ford Boss 302 Mustang 5000cc 7 01:47.946 5
23 89 Allen Denson Orange, CA 1966 Ford Mustang 4736cc 7 01:48.282 5
24 25 Craig Conley Rancho Santa Fe, CA 1970 Ford Boss 302 Mustang 5000cc 7 01:48.617 6
25 72 John Kiland Henderson, NV 1969 Chevrolet Camaro 5000cc 7 01:48.672 7
26 13 Christi Edelbrock Torrance, CA 1968 Chevrolet Camaro 5000cc 7 01:48.882 6
27 83 Gordon Gimbel Roseville, CA 1969 Ford Boss 302 Mustang 5000cc 7 01:49.262 5
28 67 John Linfesty Santa Monica, CA 1968 Chevrolet Camaro 4998cc 7 01:49.349 7
29 116 16-Donald Lee Portola Valley, CA 1968 Chevrolet Camaro 5000cc 7 01:49.566 6
30 16 Vic Edlebrock Torrance, CA 1969 Ford Boss 302 Mustang 5000cc 5 01:50.138 3
31 7 Tony Hart Moorpark, CA 1967 Chevrolet Camaro Z/28 5000cc 7 01:50.415 6
32 96 Ron Tribble Roseburg, OR 1967 Chevrolet Camaro Z/28 5000cc 7 01:51.430 7
33 248 48-Roger Williams San Diego, CA 1970 Chevrolet Camaro 5000cc 3 01:53.671 2
34 101 1-Jimmy Castle, Jr. Monterey, CA 1970 Chevrolet Camaro 5000cc 5 01:53.859 3
35 216 16-A. Ross Myers Boyertown, PA 1970 Ford Mustang 4998cc 7 01:55.118 7
36 202 2-William L. Ockerlu Holland, MI 1968 Ford Mustang 5000cc 7 01:55.545 3
37 78 Michael S. Martin San Juan Capistrano, C1970 Ford Boss 302 Mustang 4949cc 6 01:58.237 5
38 6 Tom McIntyre Burbank, CA 1968 Chevrolet Camaro 5000cc
39 31 Walt Boeninger Saratoga, CA 1967 Shelby Trans Am 4998cc
40 56 Tomy Drissi Northridge, CA 1967 Chevrolet Camaro 5000cc
41 98 Chris Liebenberg Boyertown, PA 1967 Mercury Cougar 4998cc
42 111 11-Norman Daniels Vancouver, WA 1968 Chevrolet Camaro 5000cc
43 148 48-Lance Smith San Diego, CA 1970 Chevrolet Camaro 5000cc
NASCAR of Yesteryears
Remember when you could recognize a NASCAR chassis? Back when they used
production cars? Be nice to these old ladies... They're packin'. Don't
let the drum brakes fool ya.
Cylinder Head 204 - Porting & Polishing
This is a first-generation 1992 1.6L Hyundai Elantra
small-combustion-chamber head. Thats what it is. It's a J1 engine's
In Cylinder Head 106 I talked about the mainstream porting theories as they
are discussed. We looked at a cylinder head that I have thousands of
dollars of professional work performed on, and a bone-stock
second-generation head that I didn't port.
In this video I just might do something you haven't seen done before. For
some, that may be uncomfortable. The port and polish job I perform here is
what I think will work best for my current build. This is not an extreme
killer port job. What will be different here is where port textures are
concerned, I will be following the advice of a reputable source that will
remain un-named. You're free to port yours differently than I do in this
video, and I give you that out, around the 20 minute marker.
The Hyundai is far from being an ultimate-performance build. It's a $400
box of scraps with nothing but time invested. It's perfect for this video.
My finished product WILL be an improvement over what I had. I don't yet
have access to a flow bench. I still have an achievement to un-lock. As
far as you should be concerned with the techniques I employ... without flow
numbers there is no evidence of what this will do, but we will gather lots
of info from dynp sessions and drag strip time slips. If I could test it on
a flow bench, I would.
There are MANY, and when I say many, I mean thousands of flame war
mongering pirates floating around on rough seas with a hair trigger cannon
finger itching to fire if you port a head any differently than what the
herd mentality says to do while porting a cylinder head. I cover the herd
mentality because it has merit. It's been tested. Tried and true. But I
don't follow it to the letter of the law. I'm definitely not here to
de-bunk it. I would port a cylinder head differently for each build based
on how that engine was used. There's an extremely valid reason why
relating to air speed. It's not the texture of a port that maximizes the
effect of fuel atomization, but the velocity of the air running through an
x or y sized valve. The driving factor in this is the piston speed. I'm
not going to give you the technical information, but will refer you to
information about the Lovell factor. There's a better description of this
in the links below, and even a calculator to help you find your engine's
Why the Lovell factor is important:
Lovell gas factor calculator:
Only people who have flow testing equipment know for sure what really works
and have the capability to produce a perfectly-matched port job for the
ultimate performance build. Those guys know the definition of ultimate,
and THEY are floating below the water Aegis-class submarines ready to blow
your comment up if you don't know what you're talking about. They don't
care if you're an armchair mechanic or a herd of pirates. I will say,
they're zoomed in pretty close on me right now, and I'm expecting to take a
few hits. My work will be tested based on Dyno and drag strip performance,
and the results will be posted here. Fortunately, those kinds of videos
are a WHOLE LOT EASIER TO MAKE!!!
Monterey Motorsports Pre-Reunion August 13, 2011
Todd Westbrook shoots some footage at the Monterey Motorsports Pre-Reunion
at Mazda Raceway Laguna Seca on Saturday August 13, 2011
Check out my photography at -
Check out my blog -
"An Auto Enthusiasts Life"
Hyundai Assembly 4 - Balancing Rods
I edited this video to its finished state, and RojoDelChocolate handed me a
track with no collaboration that was the right length and rhythm. I
literally did nothing to the video once the audio track was dropped in, and
that's just how it went. I can't believe it. It's like when you're
pumping gas into a Ford F150 full-blast and release the pump handle to stop
right on $80.00 even. He's got more musical talent in his pinky fingernail
than I have mechanical ability in my spleen, appendix and tonsils combined.
Thank you RojoDelChocolate.
Here I'm cleaning up the fly cuts, balancing the piston and rod assemblies
and preparing to double-check my valve clearance. I had to start by
cleaning up and re-lubricating every part that was removed to prevent
contamination of the assembly. This is the tedious part of doing the job
We learned that this whole engine assembly was pretty far-gone in previous
videos, way past its service limits, so making it fit and work again takes
extensive testing, machining, and re-testing to ensure all of the parts
fit. This is likely the most challenging build I will perform on any car
in my driveway. It has been so far. But because I have not demonstrated
the basics of engine balancing beyond what a machine shop has to do to zero
balance a flat-plane crankshaft, I thought I'd give it its own video right
here with one of the test assemblies.
When you balance rods by themselves, you balance the big-end and the
pin-bore separately. You get weights of both ends of the rod using a jig
and a process that I don't demonstrate in this video. The reason you do
this is because the position of the weight behaves differently relative to
its distance from the crankshaft pin. Weight on the big end has less of an
effect than if there's extra weight on the pin bore. The best balanced
engines have every part of the piston and rod assemblies balanced
separately within .1 grams using the method I just described, and not the
method shown in this video.
The method shown here involves weighing ALL of the piston and rod assembly
components together, and then taking out the difference just on the casting
lines of the connecting rod. They were already off-balance and had never
been balanced before. This is an improvement, not perfection. It's still
something this engine needed to have done. I'm not using the
big-end/small-end method here because these pistons are pressed-on and if I
try to remove them from the rod, it will shatter the piston skirts. No
thank you. I'm not replacing these pistons.
The reason I grind down the casting lines is because it's weight is in a
neutral territory, extending from the big end to the small end. It's
easier to take an even amount off when you grind across the entire length
of the rods. This method leaves a lot up to assumption as there's no way
to determine which end of the rod is heavier, or if the weight is in a
wrist pin or piston. All this does is ensure the crankshaft is spinning an
even amount of weight on all 4 of its rod journals. Grams of weight turn
into pounds of force at idle speeds. My goal is to remove that vibration
at any and all rotations per minute if I can. So I make them all the same
within 1.0 grams of their combined weight.
If you're assembling and balancing all NEW parts, not parts that have worn
together and need to go back in the same holes... you will have to balance
the individual parts and pieces. This is the poor man's method. Even with
the new parts you still do the poor man's method once you're done balancing
the individual parts and assemble them, but sometimes when you're lucky
with the new parts, you can just swap around the rods, pins and fasteners
to balance the weights on each assembly and not have to grind anything at
all. That's awfully nice when that happens. You know the Hyundai won't
let me get away with that.
Removing stress risers might help strengthen the rods, but it's not what
I'm after here or else I would have removed the whole casting line from all
of them. These rods should be fine for my goals. My goal is to remove
just enough from all of the fatter rods (weight wise) to match the lightest
Balancing an inline 4 engine with a flat-plane crank is easy if you have
already balanced the crankshaft. This crank was already balanced for the
GSX motor on a previous occasion. It's zero'd out. In order to balance
the rotating assembly, all you do is make the piston and rod assemblies
weigh identically to its neighbors. Just 3 grams of weight can produce
over a hundred pounds of lateral forces at red-line so this is an aspect of
engine building that you should not overlook. All you need to do is get
all of them within 1 gram. The scale I'm using measures whole grams, so
that's all I can do anyway. This method is acceptable for balancing a
rotating assembly as long as you're smart about how to remove the weight.
1969 AMX (SS/AMX) sounds tuff, at the Mopar Nationals, IN, 1997
We are at the Mopar Nationals in Indianapolis, IN. The AMC cars had an
invite to the show. Jeff Kennedy and myself volunteer our time to help out
with the parking as members of the AMO. A fine sounding SS AMX pulls into
park on the show field. There where only 53 of these cars built for racing
only. 8-1997. tHANKS FOR WATCHING
1969 Penske Trans-Am Camaro
The 1969 Sunoco Camaro
championship winning car. Driven by Mark Donohue the entire 1969 Trans-Am
Season. It won six races and finished second in another two. The sister
car, driven by Ronnie Bucknum finished 3rd in the Championship, and was
later destroyed by an earthquake in Mexico.