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Friday, December 3 · 6:00pm - 9:00pm or whenever
Location 4610 Walker Road
Chucks Speed Shop
Stop on By -Food -Beverages-Door Prizes-Bench Racing- Specials-
Bring in your wish list. I will Match Summit Pricing Dollar for Dollar on items we both sell (no summit brand products) .Plus 4.95 handling 9.95 over $100.00 No additional shipping or brokerage. Anything ordered will be ordered on the 6th and arrive on the 8th.
Offer Valid from Dec !st till the 4th Cash only 50% deposit... required.
Call 972-9704 for details Leave a message
Friday, November 26, 2010
Saturday, November 13, 2010
TCI Auto 451500 - TCI StreetFighter Torque Converter C4 1 only
TCI Auto 451500 - TCI StreetFighter Torque Converters
Image is a representation of this part. Actual part may vary.
$429.95 Ford, C-4, 1 only Clearance item
Image is a representation of this part. Actual part may vary.
Tuesday, November 9, 2010
Aeromotive A-2000
Ideal for Drag Race Applications Running 500-2500 HP on Gasoline and Up to 1500 HP on Alcohol
The industry's only fuel pump with an integral, true diaphragm-controlled regulator to dampen pressure spikes for smoother, more controlled flow and pressure, which results in more consistent ETs and win lights.
Specifications
-10AN inlet and outlet ports
-8AN return and 1/8" NPT gauge ports
High-torque, low-RPM motor delivers 350+ gph free flow while drawing less current than any other pump in its class
Adjustable diaphragm bypass valve outperforms poppet designs to minimize flow loss & pressure fluctuation to the regulator and carb
Proprietary seal eliminates leakage
Multiple bolt patterns on bottom of pump body accommodate many chassis mounting options
$391.99 canadian plus tax
The industry's only fuel pump with an integral, true diaphragm-controlled regulator to dampen pressure spikes for smoother, more controlled flow and pressure, which results in more consistent ETs and win lights.
Specifications
-10AN inlet and outlet ports
-8AN return and 1/8" NPT gauge ports
High-torque, low-RPM motor delivers 350+ gph free flow while drawing less current than any other pump in its class
Proprietary seal eliminates leakage
Multiple bolt patterns on bottom of pump body accommodate many chassis mounting options
$391.99 canadian plus tax
Wednesday, August 11, 2010
ONDR NOSTALGIA DAY
Saturday August 14th
ONTARIO NOSTALGIA DRAG RACERS
presents
ONDR NOSTALGIA DAY
at St.Thomas Raceway Park
See the Gassers, Altereds, Roadsters, and Dragsters that made drag racing become what it is today!
Nostalgia Drag Racing and Car Show
Gates open at 9am
Time Trials and Eliminations to follow
Spectator Admission $15.00
ONTARIO NOSTALGIA DRAG RACERS
presents
ONDR NOSTALGIA DAY
at St.Thomas Raceway Park
See the Gassers, Altereds, Roadsters, and Dragsters that made drag racing become what it is today!
Nostalgia Drag Racing and Car Show
Gates open at 9am
Time Trials and Eliminations to follow
Spectator Admission $15.00
Tuesday, August 3, 2010
August 1st Weekend , First trip out with the new motor.
Picked it up Thurs at 10pm, Flogged all day Friday between customers. In the trailer at 10.30 pm. On the road to the Bend at 6am. Well we fought off a couple of gremlins (cranky shifter and lots of operator error LOL) and got it to go 9.61 at 136 still got some work to do but it went clean and dry and straight so we are pretty pleased. Even managed a lucky first round win in x32. Then it rained Any body got a GOOD 850 carb I could borrow for next weekend. Whose headed to the Bend for Stratford Weekend this Weekend??
Sunday, July 18, 2010
Sunsplash Car Show
Had a great time in Belle River Friday. Thanks to Vicky, Kevin, Brian, CJ and Chuck for their help. And Thanks to Tim Smith for coming out with their Racecar to Display It at the event. Had a good chat with lots of people.
Friday, June 25, 2010
Racecar update
Waiting on a piston, crank is fixed, (Thanks Randy and Art) Rest of pieces are ready to go, hopefully have it running for the Belle River Cruise on the 16 th then off to the racetrack..............
Tuesday, June 8, 2010
Damage Report
Well Im pretty proud of myself, 1 spun bearing, touch up the crank, replace a rod and piston and we are back in business. guess I caught it in time
Windsor Area Street Rods Show
July 11 Gil Maure Park in Lasalle
For swap meet info call Chuck 972-9704 leave a message
Swap Meet Cost is $free Just Pay Show admission
Book ahead or no spots may be available.
NO Commercial Vendors in swap meet area
For swap meet info call Chuck 972-9704 leave a message
Swap Meet Cost is $free Just Pay Show admission
Book ahead or no spots may be available.
NO Commercial Vendors in swap meet area
Friday, May 28, 2010
First day out with the roadster
Well we had hoped to qualify for x32 at the bend. fought some rocker arm gremlins, valve lash issues, and a cranky carb. (float hung up on jet extension) Finally running decent, rolled into the burnout,sounded great under power, when I lifted I felt it shudder and shut it off. thought it took out the rocker arm,but it appears as though we hurt a rod bearing (at least) Oil is still in the motor with the rest of the parts, so thats a good thing. Wanna thank Tony Aellio for getting the heads straightened out,my crew Kevin and Joe, for helping out. and a big thanks to Russ Wood, Joe Piper, and Dan Portis for helping out with the carb. Full repoert coming when we get it apart.
Monday, May 17, 2010
Several of our customers took advantage of the sunny, dry weather for the opening weekend at the Grand Bend Motorplex.
The Nostalgia Comp class saw the Dodge Wagon of Jim Raymond in a semi final finish,Jims first outing this year showed considerable promise turning in several low 10.0 passes.
Mark Gubinski from Essex beat Paul Henderson in the Nostalgia Gas class. Gubinski's 1972 Ford Gran Torino ran 11.06 seconds at 126 miles per hour.
The Nostalgia Comp class saw the Dodge Wagon of Jim Raymond in a semi final finish,Jims first outing this year showed considerable promise turning in several low 10.0 passes.
Mark Gubinski from Essex beat Paul Henderson in the Nostalgia Gas class. Gubinski's 1972 Ford Gran Torino ran 11.06 seconds at 126 miles per hour.
Saturday, May 8, 2010
MSD Box Mount NEW!
Box mount provides a quick release method for replacing MSD ignition boxes. Kit includes aluminum box mount, four quick turn fasteners with springs and eight 1/8" aluminum rivets.
Allstar 100 Amp 1 Wire Chrome Alternator New Product
Chrome finish, single wire GM alternator with aluminum housing has a 100 amp capacity. $125.99
Friday, May 7, 2010
Monday, May 3, 2010
How to pick the right size carb
We all know size matters. But as opposed to many things in life, here bigger is definitely not better. The most common error we've seen on street cars and a few race cars is too big a carburetor. But if the engine is an air pump, why not get the biggest carburetor, to avoid having a restriction there? Without getting too technical, big bores mean less velocity and less acceleration of air/fuel mixture. That may be a little difficult to accept, one would think that the less restriction, the more velocity and acceleration. Though it’s not exactly the same principle, think of garden hose where the water is flowing at a certain rate. If you then squeeze the end of the hose, then you can get it to spray much further. At the top end of the rpm band, too small a carburetor will be a restriction and limit power. Small but adequate and non-restrictive passages builds air/fuel speed and thereby throttle response. Too small a carburetor may lose some power in the high rpm band, but will work excellent in the 0-5000 rpm band. But while too big a carburetor will work well in the 5-7000 rpm range, it’ll be sluggish everywhere else, and especially the throttle response will suffer. Do you want a car like that?
So what‘s the ideal size? Fortunately there is a simple formula. But with such a formula available and accepted by everybody, how come so many people still buy the wrong size carburetor? Unfortunately the result of the formula is usually much lower than what self claimed experts tell you. So if your friends or competition runs 750 or 850 cfm carburetors, do you dare buying a 600 cfm? More must be better, right? No. This, like camshaft duration, is an area where you’ll be thankful that you trusted the formula and not the hype. The formula works. If the thermometer shows 30 degrees and your friend tells you it feels more like 40 degrees to him, which do you trust?
The formula is:
Engine size x Engine rpm x Engine VE
3456
-Engine size is in cubic inches (cid). This is the easy one.
-Engine rpm is the max rpm that the carburetor should be able so support. Don’t go overboard on this one. You may wish to run a 7500 rpm screamer, but unless you strengthen the engine internals like crank, rods and pistons to be able to withstand it, you’ll only try it once. And honestly, when we accelerate full throttle, do we wait until max rpm to shift into next gear? Rarely, because it doesn’t make the car faster (see How to win, "4"), and most of us have so much money and time invested in that engine we want to keep it alive. So if you add up the total amount of time your engine has been above 5500 rpm, it’ll be a few seconds only.
-Engine VE is Volumetric Efficiency, a number telling how effective an air pump the engine is. It takes a dyno to measure your engine’s Volumetric Efficiency, but here are some ground rules. For stock smog engines VE would be around 0.8, for a well built performance engine it would be around 0.9. An engine with forced induction could be just above 1.0.
Example: A well tuned 350 cid engine that will see max 6000 rpm would need the following size carburetor:
350 x 6000 x 0.9
3456
equal to 547 cfm(!) So a 600 would be a great and fully adequate choice. Still many engines have 750 cfm or 850 cfm carburetors on them, enabling them to theoretically go into rpms that they never do. So it’s a waste of money buying the big carburetor. But even worse, the oversized carburetor makes the car less fun to drive below 5000 rpm because the carburetor is ruining drivability and throttle response.
So what‘s the ideal size? Fortunately there is a simple formula. But with such a formula available and accepted by everybody, how come so many people still buy the wrong size carburetor? Unfortunately the result of the formula is usually much lower than what self claimed experts tell you. So if your friends or competition runs 750 or 850 cfm carburetors, do you dare buying a 600 cfm? More must be better, right? No. This, like camshaft duration, is an area where you’ll be thankful that you trusted the formula and not the hype. The formula works. If the thermometer shows 30 degrees and your friend tells you it feels more like 40 degrees to him, which do you trust?
The formula is:
Engine size x Engine rpm x Engine VE
3456
-Engine size is in cubic inches (cid). This is the easy one.
-Engine rpm is the max rpm that the carburetor should be able so support. Don’t go overboard on this one. You may wish to run a 7500 rpm screamer, but unless you strengthen the engine internals like crank, rods and pistons to be able to withstand it, you’ll only try it once. And honestly, when we accelerate full throttle, do we wait until max rpm to shift into next gear? Rarely, because it doesn’t make the car faster (see How to win, "4"), and most of us have so much money and time invested in that engine we want to keep it alive. So if you add up the total amount of time your engine has been above 5500 rpm, it’ll be a few seconds only.
-Engine VE is Volumetric Efficiency, a number telling how effective an air pump the engine is. It takes a dyno to measure your engine’s Volumetric Efficiency, but here are some ground rules. For stock smog engines VE would be around 0.8, for a well built performance engine it would be around 0.9. An engine with forced induction could be just above 1.0.
350 x 6000 x 0.9
3456
equal to 547 cfm(!) So a 600 would be a great and fully adequate choice. Still many engines have 750 cfm or 850 cfm carburetors on them, enabling them to theoretically go into rpms that they never do. So it’s a waste of money buying the big carburetor. But even worse, the oversized carburetor makes the car less fun to drive below 5000 rpm because the carburetor is ruining drivability and throttle response.
Friday, April 30, 2010
Product Info ......Alan Grove Components
ALAN GROVE COMPONENTS INC. has specialized in fabricated specialty vehicle components for many years. Our mounting brackets are crafted from steel plate and represent our commitment to quality. All welding is T.I.G. and all edges are smoothly finished. Our brackets are guaranteed to fit and include all the necessary bolts, nuts, spacers, hardware, belt-length recommendations and "easy to follow" illustrated instructions for simple installation. Dimension requirements for our brackets are provided within each bracket description on this web site. Please refer to these before ordering. Your satisfaction continues to be our goal.
COMPRESSORS
Compressor brackets are designed for the popular Sanden 508 aftermarket compressors. These compressors are used by all of the specialty vehicle air conditioner companies. Most of these companies use our brackets as standard equipment with their air conditioning systems. The Sanden part numbers for the 508 compressors are: V groove Freon 12 - 9285, V groove Freon 134 - 4509, Serpentine Freon 12 - 9537, Serpentine Freon 134 - 4514. Aftermarket Sanden 510 and 709 compressors, while not commonly used, will also fit our brackets. Although some factory air systems use Sanden style compressors, these Will Not Work with our brackets.
ALTERNATORS
Alternator brackets are designed to accept the popular G.M. alternators, both internally and externally regulated. These include the 10SI, 12SI, and the newer CS130. On the 12 o'clock alternators, the center to center of the mounting holes must be 6-9/16" for use with our brackets. The CS130 alternators are slightly smaller in diameter than the 10SI and 12SI alternators, and are available with three different mounting ear locations as shown below. These mounting ears use a metric bolt. Our standard bracket will normally work with the CS130, 12 o'clock alternator. We can supply some brackets for the 10 or 2 o'clock alternators on a special order basis. The 2 o'clock ear is usually used on low applications, where the alternator is turned upside down. The CS130 Alternators were used on late 1980-2000 G.M. applications. The 2 o'clock alternator was used with all 2.8L V-6 applications in the late 1980's (S-10, Astro Vans etc.). The 10 o'clock alternator was used on Chevy Caprice from the late 1980's to early 1990's, and Chevy Trucks from the late 1980's to 2000. The 12 o'clock alternator was used on the 1989-93 big block Chevy applications.
SAGINAW POWER STEERING PUMPS
Chevrolet first used the attached reservoir pump in 1961 and they are still in use today in a few applications. There are a large number of pumps available that will work with our power steering pump brackets. Any pump with two attachment points on the back may be used with the correct V-8 Chevrolet power steering pump pulley. Our bracket kits are furnished with a detailed information sheet on pump applications.
CHEVROLET WATER PUMPS
Chevrolet used short water pumps on all passenger car applications thru 1968 and trucks thru 1972. Long water pumps are used on most later applications. A diagram is provided in our Dimensions page throughout this web site to show the length difference. If using a long pump we recommend the use of a 1972 or later pump, as they have a reinforced bearing area, a larger impeller and will accept a 2 groove pulley. A LONG OR SHORT WATER PUMP MAY BE USED ON ANY YEAR CHEVROLET V8 ENGINE. If overall engine length is a factor in your installation, changing from a long to a short pump will reduce the length by 1-3/8" on a small block and 1-1/2" on a big block. IMPORTANT: Short water pump crank and water pump pulleys must be used with a short pump and long water pump crank and water pump pulleys must be used with a long pump.
ALAN GROVE COMPONENTS, Available at Chucks Speed Shop
WEB SITE: www.alangrovecomponents.com
COMPRESSORS
Compressor brackets are designed for the popular Sanden 508 aftermarket compressors. These compressors are used by all of the specialty vehicle air conditioner companies. Most of these companies use our brackets as standard equipment with their air conditioning systems. The Sanden part numbers for the 508 compressors are: V groove Freon 12 - 9285, V groove Freon 134 - 4509, Serpentine Freon 12 - 9537, Serpentine Freon 134 - 4514. Aftermarket Sanden 510 and 709 compressors, while not commonly used, will also fit our brackets. Although some factory air systems use Sanden style compressors, these Will Not Work with our brackets.
ALTERNATORS
Alternator brackets are designed to accept the popular G.M. alternators, both internally and externally regulated. These include the 10SI, 12SI, and the newer CS130. On the 12 o'clock alternators, the center to center of the mounting holes must be 6-9/16" for use with our brackets. The CS130 alternators are slightly smaller in diameter than the 10SI and 12SI alternators, and are available with three different mounting ear locations as shown below. These mounting ears use a metric bolt. Our standard bracket will normally work with the CS130, 12 o'clock alternator. We can supply some brackets for the 10 or 2 o'clock alternators on a special order basis. The 2 o'clock ear is usually used on low applications, where the alternator is turned upside down. The CS130 Alternators were used on late 1980-2000 G.M. applications. The 2 o'clock alternator was used with all 2.8L V-6 applications in the late 1980's (S-10, Astro Vans etc.). The 10 o'clock alternator was used on Chevy Caprice from the late 1980's to early 1990's, and Chevy Trucks from the late 1980's to 2000. The 12 o'clock alternator was used on the 1989-93 big block Chevy applications.
SAGINAW POWER STEERING PUMPS
Chevrolet first used the attached reservoir pump in 1961 and they are still in use today in a few applications. There are a large number of pumps available that will work with our power steering pump brackets. Any pump with two attachment points on the back may be used with the correct V-8 Chevrolet power steering pump pulley. Our bracket kits are furnished with a detailed information sheet on pump applications.
CHEVROLET WATER PUMPS
Chevrolet used short water pumps on all passenger car applications thru 1968 and trucks thru 1972. Long water pumps are used on most later applications. A diagram is provided in our Dimensions page throughout this web site to show the length difference. If using a long pump we recommend the use of a 1972 or later pump, as they have a reinforced bearing area, a larger impeller and will accept a 2 groove pulley. A LONG OR SHORT WATER PUMP MAY BE USED ON ANY YEAR CHEVROLET V8 ENGINE. If overall engine length is a factor in your installation, changing from a long to a short pump will reduce the length by 1-3/8" on a small block and 1-1/2" on a big block. IMPORTANT: Short water pump crank and water pump pulleys must be used with a short pump and long water pump crank and water pump pulleys must be used with a long pump.
ALAN GROVE COMPONENTS, Available at Chucks Speed Shop
WEB SITE: www.alangrovecomponents.com
Wednesday, April 28, 2010
Racing Plans
Well we had some vacation juggling to do, but I think I got it worked out that we can make the extreme 32 races at the Bend. Its a fast bracket 32 car feild with a 9.50 bump. Even as we speak my favorite cylinder head guy is trying to find me a couple 10ths. We are hoping to run the ondr race at the bend as well. And maybe squeeze in a race or to elsewhere. Now all thats left to do is everthing.
Tuesday, April 27, 2010
Whats Going On
A lot of people asking that question. I have returned to my full time job at the Post Office, and have set up a little shop on a part time basis. I am here Tues-Thurs 3.15 till 6 ish Friday i am here all day. (11am on) Saturday we are here at least till noon (if we are not racing) Call and leave a message, we will get back to you. I have room now to do small installs some tuning and fab work. Right now Walker Road is a mess, but that should clear up soon. In order to keep expenses and cost down, we are currently cash only. Windsor Weekend will go on as always Sept 10-12, 2010.
Real World Pricing
I was reading the other day an interesting article about the effects of a strong Canadian Dollar on the price of goods in Canada. Large retailers could have millions of dollars inventory purchased at a less favorable rate.It sometimes takes months to replace this stock with stock purchased at a better rate. The problem is that when this happens by the time the lower price goods have hit the shelves, the US Dollar has bounced back and the retailer really has no incentive to lower the price.
I hear guys all the time say "the dollar is good lets shop in Detroit or US mail order" What they don't realize is a small business with small inventory and small overhead can work to their advantage as well. If you order from Us today we price it and pay for it based on todays exchange rate, taking advantage of today's strong dollar.
Example An autometer 3904 tach is $201.99 at Summit plus 4.95 handling if you have a US address $24.95 plus shipping if you dont. Buying a US dollar with your credit card is about 2% So you are looking at 216.18 landed at a US address. Then you gotta get it into Canada.
My current price on that tach is $223.99 pick it up here, shipping included parts arrive every Wed and Friday.
Give Us a try, you might be suprised
I hear guys all the time say "the dollar is good lets shop in Detroit or US mail order" What they don't realize is a small business with small inventory and small overhead can work to their advantage as well. If you order from Us today we price it and pay for it based on todays exchange rate, taking advantage of today's strong dollar.
Example An autometer 3904 tach is $201.99 at Summit plus 4.95 handling if you have a US address $24.95 plus shipping if you dont. Buying a US dollar with your credit card is about 2% So you are looking at 216.18 landed at a US address. Then you gotta get it into Canada.
My current price on that tach is $223.99 pick it up here, shipping included parts arrive every Wed and Friday.
Give Us a try, you might be suprised
Over 20 Years of Performance Parts Experience
After 12 years of managing performance centres for others, long time hot rod enthusist Chuck Fram has taken a new direction. Chuck's Speed Shop is a different type of performance centre, focusing on professional advice, good selection and on time delivery. Don't let our part time hours fool you. Every customers requests and projects are given the time and attention they deserve.
Our mission is to offer enthusiast of all types the parts and services they need with a focus on value and service. High performance cars are supposed to be an enjoyable pastime.Our goal is to help our customers enjoy building and driving their project vehicles.
Through our network of local automotive professionals, we are able to help you with every step of your Hot Rod or race car projects. These services include paint and body work, wiring and plumbing, large and small scale fabrication, chassis work, ceramic and powder coating and upholstery.
Contact Us For More Information or for a Price Quote.
Our mission is to offer enthusiast of all types the parts and services they need with a focus on value and service. High performance cars are supposed to be an enjoyable pastime.Our goal is to help our customers enjoy building and driving their project vehicles.
Through our network of local automotive professionals, we are able to help you with every step of your Hot Rod or race car projects. These services include paint and body work, wiring and plumbing, large and small scale fabrication, chassis work, ceramic and powder coating and upholstery.
Contact Us For More Information or for a Price Quote.
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