Don Terrill’s Speed-Talk

On our track cars BMW, Corvette, etc.
When big sticky slicks are on the front it's not too difficult to overheat the fluid.

A small trans cooler to replace the trombone cooler is all it takes.

I have used JB Weld and PC7 in the past with good results.

Both are strong and machinable post cure and from what I have witnessed
pretty much unaffected by fuel / alchohol.

The 18 ft/lb came from the rod manufacturer when I was having this same issue a number of years ago. (Same rod and bearing combination) I have since been in contact with the bearing mfr. and they are telling me to tighten to specification then release one bolt. Surprisingly (at least to me) the clea...

I had done a fairly broad search prior to posting this. But any additional information is greatly appreciated. I've reached out to the bearing manufacturer and am waiting a response from engineering. For many years I had always just done a thumbnail check to make sure the shell was proud, until I go...

All clearances are being verified with a mititoyo dial bore gage and Mititoyo micrometer. Big end of the rod is in fact 2.0866". I dropped the last digit in my original post. That is the dia listed on the card and verified via mic and dial bore gage. That method of checking crush was recommende...

I should add that the rods are of an established aftermarket brand.

Engine is a BMW S54

While sizing rod bearings I was checking crush and I think it's a bit much. Big end is 2.086" bearing is a steel backed shell. I torque both bolts to 18 ft/lbs then release one. I am measuring with a feeler on the loosened side .008" with 2 rods at .010". Clearances are all where I wa...

Thank You

I've been away from the domestic V8 engines a bit too long and need to recalibrate. I've been running a stock Gen V LT1 on road courses the past year with good success. However I feel like with the reliability issues around DOD/AFM I'd look into a cam swap. I see a lot of the cams available are in t...

I've been mixing 93/100 unleaded @ 50/50 in my BMW track cars for years.
That works out to 96 octane according to the available calculators.

It has proven to be enough octane that the ECU (DME in BMW speak) would no longer pull timing.
With that it was also worth 20hp as a result.

Ducati still uses it with success. The MotoGP bikes are consistently at the top of the top speed charts. The advantage over pneumatic springs appears to be small but with greater complexity. Ducati is invested the other manufacturers are able get similar to same power without it Having worked on the...

BMW S 50/52 will pull the #6 cyl out of round at the top of the bore on the engine stand.
Usually on the order of .0012-.0014".

I have always taken a stone to the parting line edges.
Very lightly, just enough to "soften" the edge.

Thanks for the link.
That got me to do a little more research.
As long as the bores measure up in spec I'll pick up a can of the paste.

If it requires any sort of correction I'll find someone already tooled up for it.