[portfolio_slideshow id=26219] Back in the day, if you wandered over to the NHRA Pro Stock Truck pits between rounds you’d find something pretty interesting. Nine times out of ten, those race trucks used some form of filter element in their air intake system. They were there to filter out dirt and dust, of course. But
[portfolio_slideshow id=25873] Even the world’s finest ignition wires have it tough. First, there are today’s high-power ignition boxes. As ignition power becomes stronger and spark plug gaps increase, the chances of crossfire and spark leakage increase. Then there is the ignition wire’s arch-nemesis: heat. If you’ve ever seen wire with cracked jackets or worse, melted
[portfolio_slideshow id=24722] If you have a Fox-body or SN95 Mustang, a 1980s GM G-body (Grand National, Malibu, El Camino, etc.) or something like an early Chevelle or a GTO, it has a triangulated four-link rear suspension. This type of suspension has coil springs and upper and lower trailing arms (also called control arms). The upper
[portfolio_slideshow id=24346] There are a couple of ways to build a high-flow fuel system for your hot rod. You can build a setup with a fuel cell and all sorts of trick plumbing that looks like it came right off a Pro Stock race car. If you want to keep the sleeper look, you can
[portfolio_slideshow id=23564] In the first installment of Block Talk, we told you why a modern CNC-machined block is a great foundation for a high performance engine. Using a Chevrolet Performance big block Chevy cast iron engine block as an example, we talked about stuff like core shift; measuring cylinder, cam, main bearing, and lifter bores for
[portfolio_slideshow id=23237] Adjustable shock absorbers are becoming popular in drag racing. You can adjust their damping characteristics to suit varying tracks and/or track conditions to eliminate wheel hop and tire shake. That leads to improved reaction times. The best adjustable shocks are the ones that offer both compression and extension adjustment. These are better known
Anyone who has ever spun a 9/16-inch wrench on a hot rod knows the engine block is where it all begins. There are lots of options available—new and used, iron and aluminum, OEM and aftermarket. We’re going to examine a typical V8 engine block—in this case a Chevrolet Performance Bowtie iron block for big Chevy
[portfolio_slideshow id=22383] Assembling braided AN hose and hose ends is pretty straightforward. But how do you know if the completed assembly is OK? Ideally, you would pressure-test your plumbing before you go to a bunch of trouble installing it in the car. That’s where the folks from Earl’s Performance enter the equation. They have a
[portfolio_slideshow id=20919] A timing chain doesn’t seem like it has a lot to do. All it does is turn the camshaft in concert with the crankshaft, right? Well, yes… and no. On many V8 engines, accessories like the oil pump, mechanical fuel pump, and the distributor are indirectly driven off the camshaft. That means a
[portfolio_slideshow id=20866] Not that long ago, the standard clutch linkage in a Detroit-built car was a mechanical setup consisting of a fork at the bellhousing (for the release bearing) along with a couple of shafts and bell crank (Z-bar) linkage. It was simple, and it worked. But then came the 1960s. Big horsepower and torque
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