Filed under: Car Buying, Ownership and Repair, New Cars, New Car Tips

We recently shared our findings on car dealer lingo you should know before you buy, the top 10 things your car dealer won’t tell you and the quickest ways to spot a shady mechanic, but this time around we’re revealing the secret ways car salesmen try to seal the deal with a few tricky tactics over the phone.

When you start calling dealerships about your next new car, consider this: The salesperson at the other end of the line could be a veritable ninja in the use of the phone as a sales tool. Jerry Thibeau, a professional sales trainer, ought to know. In late 2009, he started a company called Phone-Up Ninjas, designed to sharpen skills and specifically train car dealership staff in the art of telephone sales tactics.

Thibeau teaches everything from phone etiquette and a “positive and productive” attitude, to scores of sales tips and techniques. One of his specialties is to convert the call-in shopper into flesh-and-blood presence on the dealership floor… READ FULL STORY

Car salesmen reveal secret ways they sell you a car

Car salesmen reveal secret ways they sell you a car originally appeared on Autoblog Canada on Thu, 08 May 2014 13:00:00 EST. Please see our terms for use of feeds.

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Category: car advice, car buying, car buying advice, car buying tips, car dealer, car dealer tips, car salesmen, car selling tricks, dealerships, negotiate, sales secrets, shady car, sneaky sales tactics

There are several memes associated with “going green.” For some, an image of a person donning a tide-dye shirt while holding up a peace sign may come to mind. For shop owner Stan White, that person’s in clean business attire.

“A nicely dressed woman comes to my shop with a smile on her face,” said White who owns RLD Performance in Temecula, CA. “I’ll ask her ‘How may I help you?’ She replies, ‘I’m here for an audit.’”

Those are the words that give shop managers and owners like White pause. Located in California, engine shops like White’s go through an intensive inspection by the Environmental Protection Agency (EPA) and California Air Resource Board (CARB) gauging the businesses’ energy efficiency.

The compliance tests cover a wide array of issues for regulation including battery storage, floor drains, parts cleaners and wastewater. Rest assured, White sees that his shop is in full compliance with U.S. and state code, although it’s not exactly a favorite part of his ownership.

“Regulation is not fun. We are getting so overregulated,” White said about his shop that deals in research and development for various racing teams. “We have been practicing green forever. We use California-legal fluids and dispose of our waste in a legal, green manner. As a matter of routine and habit because we have to do it.”

While having the seal of green approval provides many benefits for the environment, it also brings a set of problems for some engine shops, White noted.

“It’s not the same as it was 20, 30 years ago. You have to maneuver around regulations and it’s hard to do it efficiently,” he said. “Now, you’re tied up with audits and visits from people hounding you. Then, you have to search for new products because the ones you got will be illegal by January 1. You take away time from manufacturing to deal with regulation stuff. Taking time from the actual ability to produce and putting it in areas that I don’t believe in.”

While adhering to government compliance adds an unwanted stress to shop owners and managers, some use it as an opportunity to realize improvement for their business. More than 10 years ago, Matthew Dickmeyer, owner of Dickmeyer Automotive Engineering in South Whitley, IN, reached an energy epiphany.

“Owning less is the same as making more and in an industry that has its up and downs, it’s either feast or famine,” Dickmeyer said. “For a shop, it can be up or down, but you still have to know how to make your $40,000 every month. That’s a scary thing to think about.”

For starters, Dickmeyer’s 5,000 square-foot engine shop, which he shares with his wife Jennifer, was built in 1947. It proved difficult to provide heat while energy costs were burning a hole through the shop’s pockets. So, Dickmeyer took his hobby of chopping wood and decided to add his pastime to benefit the shop.

“We put a wood furnace in the shop rather than an oil burner. An average shop of my size uses a 55-gallon drum of oil per week. I use that in a month,” he said. “It’s a lot of work, you have to gather and cut the wood during the summer months but it saves us $10,000 a year. It’s like getting a $10,000 raise.”

Dickmeyer said the wood burner is similar to building an engine; instead of torque, the heat is the output. Once the wood fuels the burner, a squirrel-cage fan blows the hot air into the garage space. Dickmeyer said the process worked so efficiently, that it helped his parts washer tank.

“It’s a safe distance away from the tank, but it heats it up, and that helps clean the parts much better,” he said. “And it’s helpful in the winter time when cleaning a set of heads. When you wash them off, they need to dry thoroughly, especially iron heads or they start to rust immediately.

“I know, it sounds crazy, but you can blow the heads off then set them on top of the wood stove and they dry off within 45 seconds. It sounds funny, but I take advantage of those types of conditions.”

From the green perspective, Dickmeyer also realized he was on to something. Studies show distressed trees are producing methane gases more than 80,000 times that of ambient levels. For reference, the methane found in a 60-tree forest can burn the equivalent of 40 gallons of gasoline.

Dickmeyer has also taken his philosophy with energy and applied it to the shop’s finances. Instead of relying on bank notes and lines of credit, Dickmeyer insists on buying all of his equipment with cash. It’s just a part of how he’s using less to do more, he said.

“A lot of times, it’s making something out of nothing. As time goes by, it becomes something that is a part of the process,” Dickmeyer said. “We build efficient engines in an efficient shop and it worked well. We saved a ton. We have been able to work and have a business that is well within our means.”

For Dickmeyer, wood burning served as an alternative source for his shop. In a larger scale, White has worked toward an alternative source for our automobiles. He may have a few bones to pick with government regulators, but one subject has them at least on the same page: natural gas.

According to the California Natural Gas Vehicle Coalition, renewable natural gas curbs pollution by using landfill methane that, in most cases, would burn off into the open air and decreases pollutants and greenhouse gas emissions as transportation fuel.

In addition to its automotive engineering services, RLD Performance also manufactures compressed natural gas refueling station compressor systems. White said he decided to venture into this business while working with a German racing team a few years ago. Surprisingly, he found that Europe didn’t recognized most alternative fuel categories.

“E85 is not natural. Propane is man made. There is only one green fuel. And that’s natural gas,” he recalled.

White was working with the company while some members of the European Union were undergoing a phase of financial uncertainty. As a result, the partnering racing team was losing sponsors and unable to continue their relationship.

“I realized at that point that (the U.S.) did not supply a compressor infrastructure,” White said. “That’s why I got into the compressor game.”

The California Natural Gas Vehicle Coalition, as well as many groups across the country, has an initiative to equip government and fleet vehicles to run on natural gas. It fits perfectly with the goal of White’s company that offers 33, 55 and 94 SCFM German-engineered Sauer-based systems.

“What’s better than 130 octane fuel?” White said. “Natural gas is proven to be safe. We have an abundance of supply. Talk about green and clean. How clean is natural gas? Gasoline has eight times more carbon and diesel is 16 times dirtier than methane.”

White said having natural gas is a win-win due to the return on his company’s investment coupled with the need to cut greenhouse gases from the environment and with the backing of the people and government, natural gas could be a regular part of our mobile society.

“If Congress got together and said, ‘Let’s get behind natural gas,’ that would put money in our pockets,” he said. “For the first time in my life in this country, I have seen a mature technology that is emerging, which is rare. Natural gas will save consumers a lot of money and time by spending less on fuel to go to work, go on vacation, do whatever they need to do. The money saved on fuel will make the quality of life go up. That’s what I want to see.”

Savings in the Shop

The Alliance to Save Energy (ASE.org) promotes energy efficiency worldwide to achieve a healthier economy, a cleaner environment and energy security for businesses.

The ASE began in response to a very critical period in our nation’s energy history – the OPEC Oil Embargo crisis of 1977 – and continues its mission today: to create an energy-efficient world.

Three and a half decades later, the Alliance is still advocating for the efficient and clean use of energy worldwide to benefit the environment, businesses, the economy and national security.

Some energy-saving tips for shops from the ASE include:

Wrap it Up: To save energy and money on heating water for your shop’s parts washers, wrap the water storage tank in a specially-designed “blanket” to retain the heat.

Invest in Strippers: Use power strips in offices, shop lobby, etc., and turn off devices and lights that are not in use to cut standby power.

Filtration: A dirty shop furnace or A/C filter will slow down air flow and make the system work harder to keep you warm or cool.

Bright Idea: Reduce energy use from about a third to as much as 80% with today’s increasing number of energy-efficient halogen incandescents, CFLs and LEDs.

The Alliance will host the seventh Energy Efficiency Global Forum from May 20-21 at the Walter E. Washington Convention Center, Washington, D.C.

This gathering includes more than 60 thought leaders who are some of the industry’s most powerful voices and energy efficiency heads from three major world economies.

For more information, visit: http://eeglobalforum.org

The post Green Strategies: Using Less to Do More appeared first on Engine Builder Magazine.

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A cylinder head is much more than a casting that tops off the block, holds the valves and forms the combustion chambers. The head works in combination with the camshaft, induction and exhaust systems to determine how the engine breathes, the engine’s power curve and personality. The “right” cylinder head on an engine will deliver peak power in the RPM range where you want it. The engine will have good throttle response and produce the kind of torque and horsepower numbers you want. Head selection, therefore, is a key ingredient in building a winning performance engine.

Let’s start with the basics. Assuming you are going to choose an aftermarket cylinder head, you have to find out what’s available for the engine you want to build. For popular engines like small block and big block Chevy, Ford and Chrysler engines, there are dozens of head configurations, brands and product lines from which you can choose. The selection can be so overwhelming that sometimes it comes down to eenie, meenie, minee, moe to pick a head.

Some people pick a set of cylinder heads based on name brand, previous experience or word-of-mouth recommendations. Some will shop around for the least expensive set of heads that promise to meet their expectations. Others will make their selection based strictly on which set of heads claims the highest air flow numbers. But there’s a lot more that should be considered when choosing a set of cylinder heads.

Determine The Venue

Price, performance and availability are all important considerations in the head selection process. But equally important is choosing a set of cylinder heads that are right for the engine and the application. Building a street performance engine is different than building a circle track engine, a drag engine, a marine engine, or a truck pull engine.

Each type of application has its own unique requirements, so the heads have to have the right flow characteristics for that application.

Basic considerations include such variables as engine displacement, compression ratio, camshaft lift and duration specifications, RPM range (where the engine should make the most horsepower and torque), and target horsepower (be realistic!).

You also need to consider vehicle weight, type of transmission (manual or automatic), torque converter stall speed (if automatic), gearing (transmission and differential), and most importantly the application itself (street, street/strip, drag, circle track, road race, off-road, etc.).

Street engines spend most of their time between idle and part throttle so they must have good low and mid-range torque and throttle response to be drivable — especially in heavier cars with automatic transmissions. For this type of application, you want a set of heads with stock to moderately larger intake runner volumes to keep air velocity high. Peak valve lift is probably going to be no more than about half an inch with a typical street cam, so a set of heads that claims huge airflow numbers at extreme valve lifts would not be your best choice. Too much head can be counter productive in this type of application.

A drag engine runs at full throttle for a quarter mile. For this kind of application, you want lots of valve lift, duration and airflow at high RPM. Bigger is better in terms of intake runner volumes, valve size and peak airflow numbers provided the engine has the cam, induction system and cubic inches (or boost pressure) to handle it.

A cylinder head is much more than a casting that tops off the block, holds the valves and forms the combustion chambers. The head works in combination with the camshaft, induction and exhaust systems to determine how the engine breathes, the engine’s power curve and personality. The “right” cylinder head on an engine will deliver peak power in the RPM range where you want it. The engine will have good throttle response and produce the kind of torque and horsepower numbers you want. Head selection, therefore, is a key ingredient in building a winning performance engine.

Let’s start with the basics. Assuming you are going to choose an aftermarket cylinder head, you have to find out what’s available for the engine you want to build. For popular engines like small block and big block Chevy, Ford and Chrysler engines, there are dozens of head configurations, brands and product lines from which you can choose. The selection can be so overwhelming that sometimes it comes down to eenie, meenie, minee, moe to pick a head.

Some people pick a set of cylinder heads based on name brand, previous experience or word-of-mouth recommendations. Some will shop around for the least expensive set of heads that promise to meet their expectations. Others will make their selection based strictly on which set of heads claims the highest air flow numbers. But there’s a lot more that should be considered when choosing a set of cylinder heads.

Determine The Venue

Price, performance and availability are all important considerations in the head selection process. But equally important is choosing a set of cylinder heads that are right for the engine and the application. Building a street performance engine is different than building a circle track engine, a drag engine, a marine engine, or a truck pull engine.

Each type of application has its own unique requirements, so the heads have to have the right flow characteristics for that application.

Basic considerations include such variables as engine displacement, compression ratio, camshaft lift and duration specifications, RPM range (where the engine should make the most horsepower and torque), and target horsepower (be realistic!).

You also need to consider vehicle weight, type of transmission (manual or automatic), torque converter stall speed (if automatic), gearing (transmission and differential), and most importantly the application itself (street, street/strip, drag, circle track, road race, off-road, etc.).

Street engines spend most of their time between idle and part throttle so they must have good low and mid-range torque and throttle response to be drivable — especially in heavier cars with automatic transmissions. For this type of application, you want a set of heads with stock to moderately larger intake runner volumes to keep air velocity high. Peak valve lift is probably going to be no more than about half an inch with a typical street cam, so a set of heads that claims huge airflow numbers at extreme valve lifts would not be your best choice. Too much head can be counter productive in this type of application.

A drag engine runs at full throttle for a quarter mile. For this kind of application, you want lots of valve lift, duration and airflow at high RPM. Bigger is better in terms of intake runner volumes, valve size and peak airflow numbers provided the engine has the cam, induction system and cubic inches (or boost pressure) to handle it.

Circle track engines are usually rule constrained. Some tracks only allow cast iron heads depending on the class. If we’re talking small block Chevys, some rules only allow heads with stock port locations and stock 23 degree valve angles. Others may allow any head configuration with raised ports and shallower valve angles. A shallower valve angle helps unshroud the valve for more airflow and power. For circle track engines, heads that deliver good mid to high RPM throttle response and torque out of the corners will usually win more races than heads that deliver more peak RPM horsepower.

Every cylinder head manufacturer offers a variety of different cylinder heads for this reason. They offer heads with various intake runner volumes, stock and raised port locations, various intake and exhaust port configurations, valve sizes, valve angles, combustion chamber volumes and spring pad sizes to accommodate a wide variety of possible applications. Some manufacturers concentrate on a narrow segment of the market (high end race only, street/strip, circle track, etc.) while others offer a broader range of products.

The people who make aftermarket performance cylinder heads know their product lines and can provide the kind of guidance that’s often needed to choose the right head combination. “The most common mistake people make is wanting the biggest head that will fit their engine,” said one head manufacturer we interviewed for this article. Other manufacturers agreed. “Bigger isn’t always better. Just because a head makes a lot of power on Bubba’s engine doesn’t mean it’s the right head for your engine.”

The Numbers Game

All too often, the only thing people look at are flow numbers. Yes, flow numbers make horsepower, but you have to keep in mind how the flow numbers were determined on a flow bench. If you hog out the intake ports and shove the valve open far enough, many heads can deliver impressive flow numbers. But if those numbers are rated at .700 inches of valve lift and the engine you are building only has half an inch of valve lift, you are better off choosing a head that flows best at .400 to .500 inches of valve lift.

According to one head manufacturer, good airflow numbers measured at .200, .400 and .500 inches of valve lift are the most important for a street performance engine.

Heat reflecting thermal coatings applied to combustion chambers in aluminum heads improve thermal efficiency and horsepower.

As for intake runner volume, generally speaking, smaller intake port volumes produce more low-end torque and throttle response while larger intake port volumes allow more flow at higher RPMs for peak horsepower numbers.

But airflow also depends on runner height (raised ports typically flow better), the contour of the port (especially the profile of the short side radius where the runner flows into the bowl area above the valve), the cross-sectional area of the intake runner and its relationship to the size of the valve opening, the angle of the valve stem (shallower usually flows better), and

the angles on the valve seat and valve face. The shape of the combustion chamber can also influence airflow.

Every head manufacturer and head porter has their own recipe for combining these factors to squeeze the best performance out of a given cylinder head. You can take two cylinder heads from different suppliers that have identical intake runner port volumes and valves and end up with very different airflow and horsepower numbers. Why? Because the profile of the intake runners in one head flow better than the other. Consequently, one set of heads may deliver 15 to 20 more horsepower on the same engine than a competitor’s heads.

When choosing a cylinder head for a particular engine application, one of the first variables that has to be considered is engine displacement. Are you building a 350 with stock bore and stroke, or a 383 stroker or something bigger? The more cubic inches the engine has, the more airflow the heads have to deliver.

A head with 180 or 185cc intake runners will work well on a typical 350 Chevy street engine that makes 400 to 450 horsepower. If it’s a 383 stroker, you can probably go with 200cc intake runners.

Putting a higher flow head with 220cc runners on a relatively stock 350 would be going in the wrong direction.

On the other hand, if you’re building a high revving race engine, or a big displacement stroker (over 400 inches), you could probably go with larger runners for increased airflow. Some aftermarket SB Chevy racing heads have intake runner volumes from 240 to 270cc or more!

Last year, Mike Androwick’s big-block head designs won the Northeast Dirt Modified championship. According to Androwick, one of the two chief advantages of using a low, 10-degree valve angle is that it yields a shallow combustion chamber.
Source: www.mooregoodink.com

If you’re building a big block Chevy street performance engine, heads with 300 to 320cc intake runners will probably work best. Again, the larger the displacement, the more intake volume and airflow the engine needs.

On the other hand, if you’re building a 565 cubic inch big block stroker motor, you’ll probably want heads with 330 to 340cc intake runner volumes. If it’s a drag motor, you can go even bigger, maybe 350 to 360cc with a CNC-ported head. It all depends on the cam, RPM range and where you want the engine to make the most power and torque.

Aluminum vs. Cast Iron

Aluminum heads are lighter than cast iron, saving maybe 25 to 30 lbs. per head depending on the application. In a 3500 to 4500 lb. street car, that’s not a lot of weight savings, but in a 2,500 lbs. race car it is. Even so, lighter is usually considered better for performance.

Aluminum heads are easier to machine than cast iron because the metal is softer, and the heads are easier to repair because aluminum can be TIG welded to fix cracks and other damage.

Cracks in cast iron can be drilled and pinned, or even furnace welded, but the latter is more difficult and requires a high level of skill and experience to prevent repeat cracking.

Aluminum may be your only choice if you want a custom billet head. Billet aluminum heads can be made for almost anything, but are very expensive because of all the machine work that is required to design and fabricate the head.

This is what the big boys use on many top fuel dragsters and some Pro Stock mountain motors because nothing else will work. We’ve also seen some very slick billet aluminum heads for diesel engines used in Super Stock Pulling Tractors.

Aluminum conducts heat faster than cast iron. This helps cool the engine and allows a higher compression ratio with less risk of preignition or detonation — but it also sucks heat out of the combustion chamber and actually reduces combustion efficiency somewhat. At high RPM, there’s less time per combustion event for heat to escape through the cylinder head so the loss in thermal efficiency is not as great.

Applying a metallic-ceramic thermal coating to the combustion chambers can improve heat retention and thermal efficiency. Some who use these type of thermal barrier coatings say they have gained 30 to 40 horsepower on the dyno over uncoated heads on the same engine.

On a street engine, cast iron heads help an engine reach operating temperature more quickly after a cold start (good for emissions and cold drivability), while retaining more heat for improved fuel economy and thermal efficiency. Most cast iron heads are also less expensive than aluminum heads because the metal is less expensive.

CNC porting can open up the intake and exhaust ports for better airflow. The same port profile can be ­replicated with a new casting.

Go with the Flow

A common question that’s often asked is whether CNC ported heads outperform as-cast heads? It depends on the head.

If the intake runner profiles of an as-cast head are identical to those of a fully CNC-ported head, both heads should flow exactly the same.

There may be subtle differences in airflow based on the surface finish in the ports, but basically the numbers should not differ significantly.

That said, most CNC-ported heads are marketed as offering a significant advantage over the typical as-cast head. CNC heads can start out as rough castings which are then machined to final dimensions, or as cast heads (stock or performance) which are then reworked by CNC machining to increase intake and exhaust runner volumes and/or reshape the runner profile for more airflow.

You usually pay more for CNC heads because of the extra machine work that’s done to them. But if you can get the same performance from an as-cast head with similar port configurations, the latter can save you money.

Speaking Volumes

Heads are available with various combustion chamber volumes. Larger chambers can accommodate domed pistons and are often compatible with a wider range of aftermarket pistons, while smaller combustion chambers allow you to achieve a higher compression ratio using flat top pistons or smaller domed pistons.

Many head suppliers can also mill a set of heads to reduce the combustion chamber volumes to your specifications if that’s what you want.

An important point to remember here is to always check valve-to-piston clearance with the head installed on the block to make sure there are no interference problems at peak valve lift. Milled heads, larger diameter valves, reduced deck height, a higher lift cam and/or rocker arm ratio can all add up to create interference problems if you fail to take everything into account.

The “right” cylinder head on an engine will deliver peak power in the RPM range where you want it.

Port Points

Raised ports or relocated ports generally provide better airflow and more power. But changing the ports also means you have to change the intake manifold and/or exhaust manifold/headers. On big block Chevy, you also have the option of going with rectangular ports or oval ports. Some say oval ports flow better, but again compatibility with existing manifolds may be the deciding factor as to which port configuration you choose.

What’s Your Angle?

The angle of the spark plug doesn’t matter as much as its location with respect to the valves. On many heads, relocating the spark plug closer to the exhaust valve adds some horsepower. But relocated plugs or different plug angles may interfere with some exhaust manifolds or headers. Consequently, you may have to choose a set of heads that will work with an existing set of manifolds or headers over a set of heads that won’t.

Final Thoughts

Other items to consider when choosing a set of heads includes valve sizes (intake and exhaust), the quality of the valve seat material, the type of valve guides (integral, bronze, powder metal or cast iron), and the diameter and location of the spring pads (larger pads can accommodate larger, stiffer springs).

Do you want assembled heads ready to install, fully machined and unassembled heads you can assemble yourself, semi-finished heads so you can do the final valve work and assembly, or raw castings that you can CNC machine yourself in-house?

Some head suppliers have mass-produced fully assembled heads that are typically sold through online retailers and performance parts distributors. These are a good value for the DIY engine builder or somebody with a limited budget, but are probably not the best choice for most professional engine builders. Many engine builders want full control over the final valve work and assembly to make sure the heads are finished to their specifications.

Get Advice

If you’re confused by the bewildering array of cylinder head configurations that are available in the aftermarket today and need help choosing the right head for your engine, use the expertise of the people who make the heads to help you in the selection process. As we said earlier, they know their product lines and can steer you towards the best head for what you want to accomplish.

The post Don’t Gamble When Choosing Cylinder Heads appeared first on Engine Builder Magazine.

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Hosting over 130 exotic supercars and custom luxury vehicles in the same place sure draws some attention, as Saturn Drives kicked off another year of organized car cruise events in Southern Ontario.

We’ve gone ahead and gathered a huge photo gallery showing these rev-happy car enthusiasts out in full force, as the roaring pack of Lamborghini Aventadors was seen driving alongside several Ford GTs, Dodge Vipers, Porsches, Aston Martins, Ferraris and more. The sound of these cars could be heard from miles away, marking the unmistakable sound that Spring has indeed sprung.

The organized event featured a full day cruise along some of the GTA’s nicest roads (while obeying the law of course) and wrapped up with an exotic car BBQ sponsored by Saturns Drives and Signature Luxury Division in Toronto. The crowded parking lot was packed with a few hundred spectators hoping to get a closer look at all of these dream cars on display.

Click here to view the full photo gallery from the event for yourself and stay tuned for more.

Saturn Drives exotic car cruise kicks off supercar driving season in Toronto originally appeared on Autoblog Canada on Tue, 06 May 2014 16:01:00 EST. Please see our terms for use of feeds.

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ACCEL, an industry leader in high performance fuel and ignition system products, has announced the availability of its Extreme 9000 Ceramic Boot Spark Plug Wire sets. Designed to perform under the most extreme underhood temperatures, the ACCEL Ceramic Boot spark wire sets are ideal for a variety of street and race applications, especially vehicles with tight header clearances and limited engine bay space. The wire sets feature ceramic ends capable of withstanding temperatures where conventional boots would simply fail – up to 2,000-degrees Fahrenheit. The Extreme 9000 wires also feature double silicone protected 8-mm Ferro-Spiral core construction with stainless steel terminals to deliver the fastest, most powerful spark while maintaining the highest level of RFI/EMI suppression.

ACCEL Extreme 9000 Ceramic Boot Spark Plug Wires are available in universal configurations with straight, 45 or 90-degree ceramic boots to accommodate a wide range of engines, as well and as custom fit sets for more than 20 different Chevy, Ford, GMC, Chrysler, Dodge, Plymouth and Buick applications.

For more information on ACCEL Extreme 9000 Ceramic Boot Spark Plug Wire sets, ACCEL’s complete line of high performance fuel and ignition products, or to order online, visit ACCEL-Ignition.com.

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