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The K&N 69-4535TP air intake kit is designed for 2016-17 Chevrolet Camaros

Horsepower was the theme on the early generation Camaros. A high performance V8 engine powered the vehicle had an output range of 200 to 375-horsepower. A racing version known as the COPO achieved 427.

The U.S. Environmental Protection Agency imposed new fuel economy and emission regulations at about the time the second generation Camaro was being introduced in 1970. This forced car manufacturers to tune down output. As a result, these Camaros offered a maximum 375-horsepower with 415-lb-ft of torque. But by 1975, a V8 assigned to work the Camaro was producing just 155. The big block engine that generated the higher horsepower achieved by the first generation models was dropped after 1972 and replaced with an inline-six and later a V6. Camaro enthusiasts had to settle for engine power of less than 100 horsepower.

The late 1970s and early 1980s was the period of most disappointment for Camaro drivers because the car was generating its lowest horsepower numbers. The base model was only reaching 88-horsepower with a 4-cylinder engine that featured a carburetor or 92-horsepower with an EFI engine. One could get a V6 or a V8 alternative engine when buying a new Camaro, but they were only delivering 245-horsepower and 345-lb-ft of torque. These were top number for the third generation models, which were modified to feature throttle body injection and tuned port injection.

The fourth-generation Camaros experienced somewhat of a boost in output due to less concern with oil embargoes. It may not have been a lot compared to the first generation models, but it certainly was better than what was achieved by the third generation cars. There was a 3.4-liter V6 engine that offered 160-horsepower, which served as the base powertrain for the beginning of this generation. However, output increased to a respectable 200-horsepower when a 38-liter V6 replaced the 3.4-liter engine. The 1998 Camaro SS was finally able to achieve 305-horsepower with 335-lb-ft of torque.

Muscle car enthusiasts were probably heartbroken when Chevrolet discontinued the Camaro after the end of the fourth-generation in 2002.

Muscle car fans had to wait eight long years, until 2010, before the Camaro was back in its fifth generation incarnation. By this time, Chevrolet, as well as the other American carmakers, had made some technological leaps producing V8s and V6s with decent horsepower as well as decent fuel economy and emission ratings. For example, by the time the new Camaro was introduced, there was a V6 to power it that produced 323-horsepower. The Camaro SS was able to achieve 426-horsepowr with a V8. The ZL1 Camaro had an engine that mustered 580-horsepower.

Now we are into the sixth generation of this legendary car and output is eclipsing the kind of output reached by the cars that introduced muscle and performance to the American lexicon.

The K&N 69-4535TP air intake offers an estimated boost of 21.33 horsepower on 2016-2017 Camaros

The intake includes a free-flowing mandrel-bent aluminum tube and a K&N RC-5107 washable and reusable universal clamp-on round tapered air filter. The intake is designed to replace the restrictive factory air filter and air intake housing. The intake dramatically reduces airflow restriction because it offers a smoother and straighter route for the airflow as it pushes on to the engine. As a result, the engine gulps in a larger amount of air than the factory air intake allowed. That translates to more power and acceleration throughout the rpm range.

The air filter features a multilayered cotton gauze media that is specially treated with a special grade of oil that makes the cotton strands very sticky. Moreover, as the air filter media catches more and more contaminants, it does not clog up, as is the case with paper and foam air filters. Instead, the particles soak up some of the air filter oil and become almost part of the filter media, catching more particles and continuing the process. The air filter will last for up to 100,000 miles before it needs to be serviced, depending on driving conditions.

K&N offers a specially formulated air filter cleaning kit that cleanses and recharges the air filter so that it can be used over and over again for the life of the car. K&N is so sure of the quality of the filter it backs it with a 10-Year/Million Mile Limited Warranty that promises that the filter will perform for up to 10 years or 1,000,000 miles without requiring replacement.

The air intake kit can be installed using common hand tools and existing factory-mounting points in about 90 minutes.

The K&N 69-4535TP air intake kit is designed to fit the following vehicles:

2017 CHEVROLET CAMARO 3.6L V6 Fuel Injection - All Models
2016 CHEVROLET CAMARO 3.6L V6 Fuel Injection - All Models

Whether your truck is for the street or off-road, K&N replacement air filters can help it breathe

All of the dirt and dust that your engine ingests, can rob power and potentially damage the internals of your motor. The OEM filter in cars work well, but OEM’s are often limited to folded paper air filters due to pricing and engineering constraints. These filters are good at capturing particles before they get into the engine, but they don’t do much more than that.

The secret to K&N air filters are the multiple layers of oiled cotton media to trap particles

Even when a K&N filter gets dirty, it can still flow air and keep harmful contaminants out

An added benefit of these aftermarket K&N filters is they are washable and reusable. Instead of replacing your filter every time it gets dirty, you can just wash it out and add oil to it again. This not only saves you money, but it helps keep paper filters out of our already clogged landfills. Imagine, less landfills means more land for us to go out and enjoy!

Shea Holbrook's race team and will field Hondas in the 2017 Pirelli World Challenge

Shea Racing will be fielding four Honda entries this season, Shea and Jason Fichter will compete in their Accords in the Touring Car category. The team will also campaign a pair of brand-new Honda Civic Si race cars in the TCA category.

Shea’s performance on track and her management and marketing skills off track have both brought new sponsorships to the organization as well as secured greater commitments from her continuing sponsors.

For example, just last month the team conducted a two-day test session with suspension partners KONI Shock Absorbers and Eibach Springs at Sebring International Raceway.

The team has also brought aboard a new sponsor, HeelToe Automotive, an online Acura and Honda performance parts specialist that also happens to be a knowledgeable K&N dealer.

On-track success plays a big part in sponsors' attraction to the team as well. In the seven years Shea Racing has competed in the series, the team has earned 11 wins, 27 podiums, seven pole positions and 11 fast laps in the touring car classes.

We were able to track down and chat with the always-in-motion Shea about her plans and thoughts about the upcoming racing season.

Sponsor Koni Shocks along with Eibach Springs supported Shea over two days of testing at Sebring

Shea Holbrook: Well, in all honestly, we were running a little warmer than we wanted last season. As in engine temperature. It’s primarily a tuning aspect so for this season we’ve worked on tuning and timing with regards to RPM. We run K&N’s air intake in the V6 Honda Accords which offers an immediate plug and play power advantage. But back to RPM, which is critical for our power band, using what’s a proven power advantage (air intake), and our guys’ mean tuning skills, we should be set for the season.

K&N: Which cars do you expect to be your strongest competition in PWC Touring this year?

SH: I could get into some trouble with this one! Last season, it was obvious we had a couple advantages though many disadvantages. This season we’re trying to narrow up on any disadvantages to aid in stellar competition. So, in short (which I never am!) the BMW and Audi are probably going to be the toughest competition.

K&N: You and some other teams build your cars from a bare shell in your own shop. Other teams compete with cars that are developed and built by the OEM manufacturer. How does that impact your efforts?

SH: I think the hardest component we’ll see will be garage built vs. manufacturer built in Touring Car. Motorsport is evolving toward manufacturer turn-key programs, which is awesome. It’s easier for the series with regards to the balance of performance and we pull in manufacturer support in a big way. Although, many customer/team businesses thrive on having the ability to work technical partnerships with say K&N Air Filters to build and fund their programs. I believe PWC is the best place to have the ability to race both programs at a high level in the most competitive environment.

K&N: Every driver has a favorite track, what’s yours?

SH: I always look forward to Canadian Tire Motorsport Park. That place and I have so much good mojo. It’s difficult to be fast there, you’re hanging it all out there for those fast laps. It’s a balls-to-the wall kind of place that demands a lot of respect. Some of us refer to it as a ‘pre lawyer’ track.

K&N: You've basically doubled the size of your team for 2017. Tell us about the TCA Civics.

SH: We're pleased to be the first team rolling out the 10th generation Civic Si to compete in in the Pirelli World Challenge TCA category. We had 25 hours of durability testing in the Civic Si and the opportunity to battle against other manufacturers who will run against it in TCA last December at the 25 Hours of Thunderhill with Honda Racing/HPD and Eibach Springs.

This season in PWC will be a challlenge for Shea Racing with two cars in Touring and two cars in TCA

K&N: For 2017 you’re continuing with the Honda Accord and many of the same sponsors who supported you in 2016. Does that help coming into a new season?

SH: What I love about the Honda Accord is she makes you work for your results and when you achieve your desired performance the result and reward is just that much greater. With our new alignment with Honda Racing HPD and partners like BUBBA Burger, Lucas Oil, KONI Shock Absorbers, K&N Filters, and so many more we should have one heck of a season ahead of us.

K&N is proud to be a part of Shea Holbrook's racing efforts for the 2017 season. This will be a series you won't want to miss, so be sure to check back for updates as Shea and her team take on the rest of the pack in Pirelli World Challenge.

Tim Martin was named 2016 SEMA Person of the Year

Tim Martin is running for Chairman of the SEMA Board of Directors in the 2017 election. Tim is a Vice President at K&N, and has been a member of the K&N team for nearly 20 years. His goal is to serve SEMA members in shaping programs to benefit the industry. SEMA has tremendous resources that helps companies prepare for changes and threats in the future. SEMA’s mission is to help its members succeed, and the future requires experienced leadership.

Follow Tim's campaign at Facebook.com/TimForSEMA

Tim has served on the SEMA Board of Directors for seven years, and as a volunteer in SEMA programs for many more. He was recently honored to receive the 2016 SEMA Person of the Year award for contributions as a SEMA volunteer. He has been an effective member of the Board, and understands SEMA programs well. Understanding the potential of SEMA to help our industry and the automotive lifestyle, Tim is well suited to serve as the Board Chairman.

Tim has been involved in many SEMA and professional programs, including the following:

• 2016 SEMA Person of the Year award recipient
• SEMA Board of Directors (2 terms)
• SEMA Data Co-op Board of Directors
• SEMA Youth Engagement Task Force
• SEMA CBLC Review Task Force
• SEMA Board Nominating Committee
• SEMA Garage Task Force and participant in initial SEMA Garage program planning meetings
• SEMA Business Technology Committee (BTC)
• SEMA Business Development Working Group
• SEMA NextGen Working GroupSEMA Health Care Task Force
• SEMA Fuel Economy Task Force
• Speaker and participant at SEMA Town Hall Events
• Speaker at several SEMA Show educational seminars
• Speaker at SEMA Manufacturers’ Rep Network (MRN) annual meeting
• Speaker at Performance Warehouse Association (PWA) conference
• Speaker at AAIA/SEMA Aftermarket eForum conference
• Speaker at AAIA National Catalog Managers Association (NCMA) conference
• Member of SEMA PAC Presidents Club, SEMA PAC Redline Club
• Participant at SEMA Washington Legislative Events
• Presenter at SEMA Board Orientation
• Member of SEMA delegation to the SCORE Baja 1000
• Participant in many other SEMA projects and events
• Multiple meetings with members of U.S. Congress, staff, and local government leaders
• Member, Dean’s Advisory Council, University of California Riverside School of Business
• Member, Business Council, Greater Riverside Chamber of Commerce

Tim Martin is running for Chairman of the SEMA Board of Directors in 2017

Tim is a Vice President at K&N Engineering, and joined the company as a consultant in 1997. He has served many roles at K&N over the past 20 years. His responsibilities have included leadership in sales, customer service, marketing, manufacturing, purchasing, distribution, and information technology. He previously worked as a consultant, and as an engineer for the U.S. Navy for 10 years. He has experience in project management, financial reporting processes, product development, product testing, product information standards, software development, strategy, organizational development, and legal issues.

Tim’s education includes 2 bachelor’s degrees in engineering from the University of Missouri, and a master’s degree in management from the University of Southern California. He enjoys off-roading and other motorsports, and is married with 4 children.

Tim's goals are to help improve SEMA programs that grow and protect our industry. He plans to focus on the following areas:

• Support the SEMA Show and PRI Show as industry-leading events
• Grow legislative programs to protect customization and recreation
• Develop and support youth-engagement programs to grow awareness
• Create new career development and networking opportunities
• Improve member services and promote healthy industry collaboration

The election ballots will be emailed to the primary contact for each SEMA member company in May.

For more information about SEMA go to www.SEMA.org

Follow Tim's campaign at Facebook.com/TimForSEMA

Mike Lookner pays homage to the A/FX drag cars of the '60s with an updated street version

At right about the same time, just about the same thing was going on in drag racing. Despite a joint agreement signed by the Big Three automakers in 1957 not to actively support racing, they did so clandestinely.

By the early 1960s, special lightweight, high performance models were “available” to the public in order for the carmakers to win in NHRA’s popular Super Stock category. Having had enough of the automakers’ shenanigans, in 1962 the NHRA created the Factory Experimental class, the most well-known being the top-level A/FX.

One of the original A/FX Funny Cars: Dyno Don's altered wheelbase 1965 Comet Cyclone

There are many who look back at the years between the forming of the Factory Experimental class and the appearance of the first flip-top Funny Car was a golden age of door-slammer drag racing. Count Mike Lookner among them.

Thankfully for Mike, his brother Andrew runs Extreme Machine Unlimited, in their home state of Massachusetts. Together the two conspired to build a 1965 Comet Cyclone influenced by the AF/X cars of the early 1960s, but not be limited by 1960s technology. In essence, they reinterpreted the concept of the AF/X to a streetable car of the 21st century.

Mike's Comet was fitted with mini-tubs to accomodate 12" wide rear wheels and tires

Peter Newell of Competition Specialties sprayed the body in Candy Brandywine that looks like it’s three feet deep, with the bumpers painted in metallic Argent giving them the appearance of the unpolished aluminum bumpers on early A/FX cars.

The interior was kept stock looking except for a few safety features plus a full set of gauges

Underneath subframe connectors were added by DMC Racing to strengthen the chassis in preparation of the powerful big block motor. A Ford 9-inch rear axle with 4:10 gears was fitted to accommodate the larger 15x12-inch rear wheels that will reside in the mini-tubs. The multi-leaf rear spring was replaced by a mono-leaf, which now acts more as a locating device.

The rear suspension loads are now carried by QA1 adjustable coilovers. Up front, a Total Control Products dual-adjustable coilover conversion was installed. Brakes are a conservative 11” front disc and rear drum set-up. The Radir wheels selected nicely reflect the five spokes on “Dyno Don” Nicholson’s 1965 AF/X Comet Cyclone.

The Ford FE big block was built by Mike's brother Andrew and produces 650 horsepower

The bottom end features a Scat crank and Eagle rods all forged from ultra-high strength 4340 alloy steel, 11.25:1 JE aluminum pistons, and an aggressive solid lifter camshaft from Cam Motion.

Intake air is drawn through the factory hood scoops and into a pair of K&N E-3280 filters into matching Edelbrock AVS 650 CFM carbs, Edelbrock RPM aluminum intake, and into a set of Edelbrock RPM aluminum heads, topped with valve covers featuring K&N 62-1220 breathers.

The process took two-and-a-half years to complete, but even just from viewing the photographs, the results are both stunning and a fitting tribute to that insane era of drag racing.