Hot Rod Magazine’s article ‘Big Bang Theory’

Hot Rod tries to find out what it would take to grenade a 5.3L LS truck engine. Their plan; take a stock block 5.3L junkyard engine, add a cam, Total Engine Airflow ported heads, a performance intake system, 75lb. injectors, and twin turbos. Then they would bolt it to a dyno and start adding boost until the engine came apart. The final result? They failed to break the engine, and that wasn’t the biggest surprise they got.

Read the article here!



Derek Cooper’s Mustang

89 Mustang
349 ci
Tea 225 Trickflow Highports
Trick flow Box r intake
Trickflow rocker arms
Trickflow rocker girdles
Trickflow pushrods
Trickflow rearend girdle
F1x procharger

Derek races in a heads up series in Denver Co. He has been awarded the Street Limited Championship for both 2011 and 2012. In 2012 he ran a best pass of 8.860 @ 158.54mph. Congratulations Derek!

MustangII Weekend Warrior

Eds' engine & MustangII project

Ed Pinegars’ weekend warrior project

The infamous Ford Mustang II is arguably the least liked of the Mustang family, in fact many Mustang enthusiast refuse to recognize it as a true Mustang. This is not the case for Ed Pinegar, when Ed looks at the Mustang II he sees a car that is an excellent base for building a weekend warrior. This light weight stallion has a reasonably wide wheelbase; this makes it a superb candidate for a tubbed-out rear end, and a tube chassis. It also has ample room between the front wheels for a healthy power plant, this is important because the original 4, V6, and V8, power plants were anemic, and that’s being kind. Enough said about the vehicle of choice, this article is about the power plant.

To get his Mustang II down the ¼ mile Ed opted to stick with a small block Windsor with lots of cubes. A 393ci stroker with a 14.8 to 1 compression ratio spinning at high RPM’s would make the car fun to drive. Of course that meant he would need a solid bottom end; so Ed went with a cast Scat Pro Comp 9000 crank, on which he hung Scat H Beam forged rods, and TrickFlow TFS-51704010 pistons. To spin high RPM’s with a stroker, the engine would need to breathe well; so Ed decided to run TEA prepped TFS\5170T010-C01 CNC ported 225 High Port heads, breathing through a ported Edelbrock Super Victor manifold, topped by a 1” Phenolic spacer, and a Quick fuel 950 carburetor. The valves are opened and closed by a custom ground camshaft, duration @ .050 268/276, total valve lift .721/.673 lift with a 112deg lobe separation. Exhaust duties are handled by custom made headers with 34.66” length 1.85” diameter tubes, and 17.33 length 3.51 diameter collectors.

The payoff;
509.8 foot pounds of torque @ 5,500 RPM
634.3 horsepower @ 7,200 RPM

But the real eye opener is the torque curve; this combination produces no less than 450 lb-ft of torque from 4,300 RPM all the way thru 7,300 RPM. How’s that for a fat flat carbureted torque curve?

Veteran racers talk about keeping the engine on the cam, that is to say keeping the engine in the RPM range where it produces the most power. With a torque curve that only varies by 59.8 lb-ft over a 3,000 RPM range that should be easy to do.

Henson Motorsports 224.3MPH standing mile record setting run was achieved running a set of Total Engine Airflow prepped heads. Now you can watch the video here.

The driver walked away from the amazing crash at the end of the video!


Congratulations to Andreas Arthursson of Sweden on setting a new world record for a LS powered car; 6.73@205MPH

This twin turbo LS 427ci engine runs TEA/TFS 235cc cathedral port cylinder heads. Dyno pull 1948hp on 109 octane; however, the record run was made on 104 octane unleaded fuel as per Sweden’s laws.


GM High-Tech features a 9.89 second ‘2007’ Trailblazer SS running Total Engine Airlfow CNC ported Trick Flow cylinder heads.
Picture of CNC ported Trick Flow cylinder head
Get the full story at GM hightech!


GM High-Tech 1000+hp ‘2010’ Camaro runs Total Engine Airlfow CNC ported GM LS3 cylinder heads. Picture of CNC ported GM L92 cylinder head
Get the full story at GM hightech!


Muscle Mustangs & Fast Fords magazine builds a 700+hp 4.6L street bruiser using Total Engine Airflow’s ported PI heads.
Picture of CNC ported Ford PI 4.6L cylinder head
See how they did it at Muscle Mustang & Fast Fords


Tech Articles;

Valve Lash Adjustment Procedures

by Brian Tooley

There are numerous ways to lash valves in an engine. We will discuss only
what we feel are the best ways. The method that we prefer will work on any camshaft
type, the only difference is the amount of lash that will be used. We use the
\”firing order method\” of lashing valves. We can lash the valves on an engine
stand and never have to readjust them once run in the car.

Step #1 Find top dead center for piston #1

A lot of people think that if the timing pointer is on the balancer mark
that this is TDC #1. This is not necessarily true, it can be TDC #6. This is
because there are 720 degrees crankshaft rotation in one complete firing sequence.
There are two ways to find TDC #1. First is by pulling the #1 spark plug, holding
your finger over the hole and turning the crankshaft until it tries to blow your
finger away, then once the timing mark comes up this will be TDC #1. The other
method requires the valve cover or intake to be off. You can look at the lifters
or rockers of #1 and #6 cylinders. When #1 is at TDC, #6 has both valves open
slighty. If you move the balancer timing mark to each side of the timing pointer,
you should see both lifters or rockers of #6 moving up and down and #1 should
remain stationary. If it is vice versa then you are on TDC #6 and need to move
the crankshaft 360 degrees or one full turn.

Step #2 Adjust the the lash of #1 cylinder

This is where you have to determine the lash you will use. If it is a
solid or solid roller application then the lash will generally be between .016\”
and .030\”. For hydraulic and hydraulic roller applications we prefer to go 1/4
turn more than \”0\”. We turn the poly lock while moving the rocker arm up and
down on the valve. Once all play is taken out go 1/4 turn more and then lock
down the inner set screw. Another thing you can do at this point is go just shy
of 1/4 turn, lock down the inner set screw and then put the wrench on the poly
lock and turn it as far as you can, within reason. This helps lock down the
poly lock to keep it from backing off.

Step #3 Turn the crankshaft 90 degrees

Turn the crankshaft 90 degrees or 1/4 turn to the next cylinder in the
firing order. Repeat Step #2. The next one in the firing order is obviously
dependent on the engine you have. All V8 Chevys/exc. LS; (small block and big block) are
1-8-4-3-6-5-7-2. 302HO, Modular, and 351W are 1-3-7-2-6-5-4-8. Non-HO 302 and 289 are
1-5-4-2-6-3-7-8. GM LSX are 1-8-7-2-6-5-4-3.

Step #4 Keep going

Keep turning the crank in 90 degree increments and lashing the valves for
that cylinder until all 8 cylinders have been adjusted. At that point you should
have to turn the crank one more 90 degree turn and you will be back on #1 TDC.

Note: For you serious race car guys with gross duration figures in the 320 plus
region you can use the firing order sequence but instead of adjusting the #1 valves
at TDC #1 adjust the previous intake rocker and the next exhaust rocker. This
ensures that the lifter is on the absolute base circle of the camshaft. (See charts below as examples.)

V8 Chevys/NON-LS

1 8 4 3 6 5 7 2
in 2 1 8 4 3 6 5 7
ex 8 4 3 6 5 7 2 1

302HO and 351W

1 3 7 2 6 5 4 8
in 8 1 3 7 2 6 5 4
ex 3 7 2 6 5 4 8 1

NON-H.O. 302 and 289

1 5 4 2 6 3 7 8
in 8 1 5 4 2 6 3 7
ex 5 4 2 6 3 7 8 1


Valvetrain Weights
by Brian Tooley, 2004

Note; It would not be possible to make this a complete list of all valvetrain components, these are some of the valvetrain combinations we use in GM LSX heads!

Manufacturer Part # Part type Diameter Length Stem Dia. Material Weight
Del West Exhaust valve 1.600 5.040 0.311 Titanium 62.3
GM Z06 Exh valve 1.550 8mm 64.6
Ferrea F6232 Exhaust valve 1.550 8mm 86.2
Ferrea F1021P Exhaust valve 1.600 8mm 86.2
GM Stock exh valve 87.3
Ferrea F1893P 94.6
Ferrea F6267 Exhaust valve 1.600 0.100 96.0
Ferrea F6235 Exhaust valve 1.600 8mm 97.6
Ferrea F1892P Exhaust valve 1.600 8mm 98.9
Del West Intake valve 2.055 5.040 0.311 Titanium 73.3
GM Z06 Int valve 2.000 8mm 74.7
Ferrea F1022P Intake valve 8mm 100.6
GM Stock int valve 2.000 8mm 101.1
Ferrea F1043P Intake valve 2.050 8mm 103.7
Ferrea F6231 Intake valve 8mm 108.8
Ferrea F6234 Intake valve 8mm 112.4
Ferrea F6268 Intake valve 2.080 0.100 8mm 113.4
GM Stock locks 2.5g
Comp 7 deg locks 3.2g
Comp CC 611 10 deg 11/32 locks 6.1g
Comp CC 614 10 deg 5/16 locks 6.6g
Manley 13151-8 10 deg Bead lock 7.1g
Ferrea S10048 1.260 Single Spring 77.6g
GM 03′ Z06 Spring 77.3g
Comp CC 918 Single spring 73.1g
Comp CC 987 1.440 Dual Spring 119.3
Comp CC 772 Stock Dia Tit Ret
Ferrea E11020 Double Tit Ret 9.4
Comp 1.250 Tit Ret 10.7
GM Stock LS1/LS6 ret 11.3
Victory 1.550 Tit Ret 14.2
Comp CC 730 1.440 Tit Ret 15.9
Comp CC 776 1.440 Tit Ret 16.4
Comp 1.550 Tit Ret 20.2
Comp CC 749 1.550 Chromoly Ret 35.2



You guys built me a set of Edelbrock Victors for my SBF 427 stroker 9.500 block windsor motor) and also sold and matched up a Glidden/Victor intake and Bullet cam.  It runs in a NSS A/FX class in a steel wheel 67 Fairlane that looks bone stock and weighs 3350 with me in it. With caltracs monleafs, a C4 trans and 10.5 slicks the car runs low 9.40’s at over 141 mph. No @#*% – I am thrilled with what you guys do.
the motor is coming out to get freshened and after a race in December (I’m in Pasadena, Ca), I’ll send them in for a rebuild as it has been two years and hundreds of passes.
i am very, very satisfied about the work you guys do–nothing short of amazing. thank you very much.
Ernie A.
Pasadena, Ca