Lifter Technology
COMP Elite Race Lifter

It's no secret that recent developments in cam lobe profiles and valvesprings have left current lifter technology a bit behind the curve. And while it may seem like the lifter is the culprit in many valvetrain failures, it's actually an unhappy accident of sorts, resulting from technology that moves forward in uneven spurts. COMP Cams has identified the lifter as an area of opportunity, and has put the finishing touches on their best solid roller lifter yet: the new Elite Race lifter. The Elite Race solid roller lifter features a host of advantages over competing race lifter designs; these advantages include an SAE 8620 stainless steel alloy body that is CNC machined and REM finished. Extensive improvements to the rollers and needle bearings have also been made (micro-polished and micro-sized roller wheels and micro-sorted bearings).

These lifters feature an exclusive body design that does not include an oil band, maximizing rigidity and reducing lifter bushing wear. While the construction and body design make them incredibly strong, the Elite Race solid roller lifter is also lightweight, weighing less than 100 grams individually. All lifter bodies are "tall" and will clear both stock and aftermarket .300-inch-tall lifter bores. Possibly the most critical element of this lifter design is the fact that the oversized (.400-inch) axles are dual-pinned, whereby pins go through the lifter ears at each end and leave a small gap in between for oiling. This pressure fed oiling provides wear-reducing engine lubrication when and where it's needed the most. The oil actually flows through the center and the top of the axle-directly to the needles.

For maximum control and durability in high-rpm race applications, these lifters also feature captured link bars and an exclusive modular pushrod design that allows the pushrod insert to be swapped out for centered, left, or right offsets. Folks, these are some serious pieces, and they're designed for the most punishing environments. They're also fully heat-treated, machined to high tolerances, fully rebuildable, and available for a number of Chevy, Ford, and Chrysler applications.


Early Nova
Fat Man Suspension

The '62-67 Nova suffers from a malady common to many '60s cars: poor suspension geometry. Today's roads and superior tire traction require updates to make these cars work as well as they look. By installing Fat Man's strut-type suspension-based on '82-93 Camaro spindles and brakes-you'll eliminate the factory bumpsteer while gaining an adjustable ride height and five-lug disc brakes. The original steering column can be modified to accept a lower U-joint, or an aftermarket tilt column can be installed to simplify the job. A recent upgrade to this kit includes the use of a newer OEM rack-and- pinion with larger tie rods and a different U-joint connection that allows much more room for headers. A front-steer rack can be used in manual or power versions, and allows standard rear-sump oil pans to be used, including LS1. TIG-welded tubular steel lower control arms eliminate the strut rods, and attach to a new K-member plate, which bolts to the original lower control arm mounts and reinforces the body. Since the Camaro McPherson strut suspension eliminates the upper control arms, you can choose to trim the fenderwells for header clearance or leave them stock. Fat Man's Nova front suspensions start at $1,995.

Fat Man Fabrications