Far too often overlooked in the building of a street/strip project are the axles. While stock axles are not necessarily all bad, there are some things to consider when putting together a strip-ready rear end. We team up with Moser and Strange to bring you the 411 on street/strip axles.
Drivetrain
Axles 101 – Understanding the Terminology Behind Street/Strip Axles
by Jefferson Bryant
on February 28, 2012
Video: Centerforce University – Max Performance Clutch Tech
by Clifton Klaverweiden
on February 21, 2012
The fifth and final episode in our Centerforce University series takes you to the outer limits of clutch performance with a look at what’s involved in building a race clutch that won’t act like a one-leg Stair Master…
Video: Centerforce University – Street Clutch Technology
by Clifton Klaverweiden
on February 15, 2012
Welcome back to class, and the 4th episode of Centerforce University. In this installment, Professor Baty will guide you through the key elements of choosing the right clutch for your street driven ride – helping you to find the right balance of torque capacity and streetability.
Video: Centerforce University – Picking the Right Flywheel
by Clifton Klaverweiden
on February 7, 2012
An aftermarket flywheel can improve performance and safety, but picking the right part is more involved than just asking for the lightest, trickest piece of hardware available for your car. Follow along as we get schooled in the science of flywheels with Centerforce…
All The Tips And Tricks To Get Your First Project Car Up And Running
by Kevin McIntosh
on January 31, 2012
Take a look at what it takes to do some basic maintenance and part replacements for a 40+ year old classic, turning it into a project car you can drive back and forth to the shop. These basic steps will keep your project car running strong and durable until you’re ready to swap the powertrain.
Centerforce University #2 – Proper Clutch Break-In Procedures
by Clifton Klaverweiden
on January 30, 2012
In this, the second installment of Centerforce University, we will go over how to properly break in a new clutch once you have it installed. We will also discuss some of the ugly consequences of failing to properly break in your clutch. So step inside, because class is back in session…
Centerforce University #1 – Get Schooled on How a Clutch Works
by Clifton Klaverweiden
on January 10, 2012
Welcome to Centerforce University, where we will bring you all the clutch knowledge your gear-filled head can hold. In this, the first of five installments of Centerforce University, the experts at Centerforce give us a quick rundown of the basics of exactly how a clutch operates.
You know it as well as I do—a stick transmission is the only way to go in a Mustang. Especially in the Fox-body 5.0 days, opting for an automatic just killed performance. From the junk yard to the race shop, we help you pick what to buy for your late-model manual Mustang with help from Tremec.
Biting the Bullitt ’65 Mustang Update: Installing the Drivetrain
by Mark Gearhart
on January 4, 2012
Our 1,000 horsepower, Paxton supercharged 427ci ’65 Mustang project is really beginning to take shape. With the front and rear suspension installed, we move on to fitting the engine and transmission, along with a few other pieces as we get close to starting it for the first time.
Modern differentials come in many flavors—open, limited slip, locking, and spool (which is not even a differential). The open differential is not really “geared” for performance, so it’s out as is (see drop-ins below for open carrier upgrades). That leaves three. Here’s everything to know which works for you.
Installing short shifters in cars is something muscle car enthusiasts have been doing since the dawn of motoring time. We wanted to add some additional flare to Coyote’s relatively stock-looking interior while updating the problem-prone stock shifter assembly.
Upgrading the Rear Suspension of our 1965 Mustang to Handle 1000 HP
by Mark Gearhart
on October 21, 2011
The rear suspension of a vehicle shouldn’t be a place to cheap out. With 1000 HP, we needed a way to transmit all that power to the pavement. We installed an Autoworks mini tub kit, 9-inch from Strange, suspension from Calvert, Wilwood brakes, and Weld wheels rapped in M/T drag radials into our ’65 Mustang
The Tremec’s T-56 Magnum has all the improvements. And yes, in some dimensions, it’s bigger. So now, we can have six speeds, and allow our better engines to use more of their improvements doing what they like to do: pushing pavement behind us.
Quick Tech: Fluid Pump-Integrated ATI SCS-30 Transmission Cooler
by Jefferson Bryant
on July 27, 2011
In between rounds, the transmission can heat soak because the hot fluid sits stagnant in the case heating all those parts up, much like how the engine temperature will rise after being shut off. The ATI SC-30 cooler pump kicks in when the vehicle turns off. Check out the tech article inside!
Team Z Motorsports’ has released a trick new Outlaw 9-inch rear end housing and also we discuss proper rear end geometry for getting the most out of your ride on the race track with Team Z’s head honcho Dave Zimmerman.
Building a hard-hitting engine is always the flashy, fun thing to talk about, but without the proper gearbox to back up all that power, you’re big and brash big block won’t have anywhere to go. We’re working on Killer Kong’s powertrain a little backwards to emphasize how crucial the rest of the package is.
Thanks to the efforts of manufacturers past and present, lockup torque converters are experiencing a resurgence in the world of high horsepower drag racing, and to learn more about the history and inner-workings of these controversial units, we reached out to some of the brightest names in the business.
Think building a hard-hitting Mopar is just too expensive? Watch as we take a 9 3/4 rear from junkyard scrap to a bad ass in just a day! Thanks to Currie Enterprises, Killer Kong’s budget Dana 60 is transformed into a tire-burning rear worthy of 1,000-horsepower!
When it came time to pick a transmission for our All Air Camaro project car, we wanted one that would work for serious drag racing and could be mounting behind any engine combination that we could hang in front of it. The GM Powerglide is a tried and true gearbox for the track with its simplicity and toughness.
The race-intended TCI C4 improves upon the reliability and durability that the C4 has long been known for, which is just what we’re looking for to mate with our naturally-aspirated, 427-inch Windsor motor producing nearly 700 horsepower. Join us for an in-depth look at TCI’s take on the C4.
