Detroit, MI -- As of late, the most frequently asked question we're asked from friends, family, and supporters of Pelech Bros. Racing is, "How's the car coming?" We hear it so much that I'm thinking of printing and mailing out a bi-weekly newsletter detailing our Super Streeter's current state of assembly. But then it occurred to me; we already do something like that! It's called PelechBrosRacing.com! It's amazing what Internet has done foster our desire for instant information. Now, two week old news is exactly that - it's old news. I guess, maybe, we need to update PBR.com more frequently or put one of those sleazy pay-per-view webcam deals right in the shop.
So for all of our friends, family, supporters, and assorted sworn enemies, here is your latest 'general' update...
Final suspension installation has been completed, minus adjustments for final set up. We won't know where we want to start with the suspension until the car is 100% assembled and sitting on the four corner scales. We'll figure that out later, as we run through the chassis set up software.
Now that ET Performance has finally wrapped up the cylinder head, intake manifold, and rocker arm bar portion of our program, things have exploded at the Pelech Bros. Racing command center. The place has been hopping like a Department of Immigration and Naturalization Services raid on a Southern California Strawberry Farm. It's pure mayhem with people running in every direction! The first thing we did was crate up the intake manifold and ship it di-rectly to Dr. Jeff Prock at the Applied Nitrous Technology Cosmetic Center for a multi-stage installation of chemical horsepower enhancement. Think of it as a jumbo boob-job for our little racing engines. It'll make these small engines think and act like they are big & hot.
As the wood screws were being drilled into the crate, a cylinder head and a few valves were being delivered to the capable hands of Nick D'Agostino in Diamond Racing Piston's engineering lab. That cylinder head hadn't even been in the door for 2 hours when I got a phone call from Diamond's Mike Panetta to discuss the details of our piston configuration and his recommendations. Man! How do you like that?! I didn't have to chase anyone down or beg anyone to call me back. Forget leading the horse to water, the water came to the horse! Now that's service! You don't have to believe a word I say if you don't want to, but just think about it for yourself. There's a reason why the best racers in the world, like the team of Greg Anderson & Jason Line, use Diamond Pistons. It's because of the top products and services that Diamond delivers every time. In the near future, we're going inside Diamond Racing to get a closer look at all the effort that goes into engineering and manufacturing a custom racing piston.
As soon as I was done dropping the head on Nick, it was back to the shop to build a mock-up engine, get it in car, and ready to move out for header construction. The car has gone to Curt Zaske's Performance Welding for a custom set of stainless steel headers. Why spend the money on stainless headers for nitrous car, you ask? Because it was what Tim wanted, and that's where the discussion ended. We'll also follow along with Curt as he pieces the pipes together that'll move Prock's spent tune-up out of the engine.
The head and short block specs were fired straight over to Jay Allen at Camshaft Innovations so that he could work on the big ol' bumps that'll open and close our valves in synchronicity with the incoming air, fuel, and nitrous charge from above and the pistons reciprocating below.
We're getting close, but still have a long way to go before we're contributing our green house gases to global warming. For now, it's all up to the great people I mentioned earlier. Hopefully, they all can make good time and get a few lost days back on our calendar.
So stay tuned right here! We'll be back again soon with more!
Ted & Tim Pelech
Pelech Bros. Racing