[portfolio_slideshow id=50283] Before the advent of the trans-brake, racers using automatic transmissions were at the mercy of the foot brakes installed in their respective cars. The stick shift guys had a big advantage, because they just had to engage the line lock (Roll Control) to leave consistently at an engine rpm where the car worked the best. Then
Lateral control is how the rear axle housing is kept in a side-to-side alignment with the chassis as the rear suspension moves through its travel. And it’s more important than you think. Lateral control is essential when installing a traction device on any vehicle with a live rear axle, with the exception of a car with conventional leaf
There have been plenty of articles penned on how to assemble AN hose (and hose ends). The process is pretty straightforward. Get it wrong and you’ll have a leaky fitting. Get it right and you’ll have a good-looking and equally functional component. In between, you can mar the fittings, leave unsightly (and potentially faulty) gaps, and generally
[portfolio_slideshow id=48746] In the first part of our Header Theory posts, we dug into the whys and how of header primary tube length. If you recall, Hooker Headers and Reher-Morrison Racing Engines gave us an in-depth look at what the header primary tube does and how to tune it. They also gave us insight into how
[portfolio_slideshow id=47237] We regularly field questions regarding headers. Common header questions are centered around tube diameter, tube length, collector diameter, collector length, and so on. Some folks will tell you none of this matters. Others will tell you it all matters. We tend to agree with the latter, but when it comes to the racing
[portfolio_slideshow id=45747] Springs? What’s so important about coil springs? Quite a bit actually. Coil springs tend to be one of the most important and most misunderstood components on a modified street or race car. There can be a lot of issues with springs. For instance, springs tend settle with age. Equally important, far too many hot
[portfolio_slideshow id=44735] Back in the day, “real” race cars didn’t have hood scoops. Instead they had an array of open injector stacks poking through the hood top. Scoops were superfluous. But then, Super Stock quickly became the rage. With racers struggling to find tenths (or even hundredths) of seconds, fresh air induction suddenly became important.
When you shop for high performance piston ring sets, you’ll no doubt find there are many different sets and styles available (no big secret). And many of these ring sets are designed to be hand-fit to each cylinder bore. Typically, file-fit rings are designed so they measure 0.005-inch oversize (obviously larger than the cylinder bore size). By
It’s probably easier to pick a fuel pump for a Pro Stock car than it is for a street-strip machine. Think of the Pro Stock car for a minute: The fuel cell is most likely in the front of the car. That means the plumbing is short. The big pump can sit right beside the
[portfolio_slideshow id=42114] Plenty of racers use ballast to meet specific class weight breaks. Clever racers use the ballast as a tool to effectively tune the car too. As we covered in Weight Plan (Part 1), the best way to build any race car is build it as light as you can, then use ballast to
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