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Ever since the 2001 Daytona 500, when we witnessed the tragic death of legendary Dale Earnhardt, head and neck restraint (HNR) systems have been commonplace in racing. Many believe driver fatalities are on the decline, but is that really the case? Read here how a HNR device could save your life.
We show you how to lose 50 pounds in one day from the front of your SN95 Mustang, while improving the handling, and adding adjustability to the front suspension.
In this feature tech piece we’re going to take a look at the in’s and out’s of the basic roll cage, from the materials they’re constructed of, to where you can have one installed, what it will cost you, and what NHRA regulations you need to know before you chop up your prized vehicle and start bending and welding.
Is that new cold air intake going to help your tow vehicle get your race car to the track or will that new sway bar? In our book, our vehicles are not worth the risk. A safer and more stable haul wins out over the handful of potential horsepower. We explain why here.
We performed a mad thrash in an attempt to squeeze the car into the 9’s at the end of the season, with a 9.94 at 134 MPH. The mad thrash taught us a few things, so we went right back to our friend Dave Zimmerman and his group of craftsmen at Team Z Motorsports for a few additional chassis updates to Project 666.
Launching on slicks or even drag radials puts an incredible amount of stress on the factory torque box, more than what it was designed for. Eventually, the cracks appear in the fatigued sheet metal and the mounting holes stretch out, which is why we turned to Wild Rides for our Project 666 Fox Body Mustang.
Project 666 gets fitted with new Kirkey racing seats, Holcomb seat brackets, a lightweight race steering column, and more in the latest round of upgrades to our ten-second quarter mile screamer.
It might have been awhile since you have seen an update on our 666. The Mustang is going to be used as a temporary race car for the 2011 PSCA racing season. The class we plan to run is Limited Street, though the Mustang will be there just to gain points while the real car is being built.
We knew we could do better than the OEM 18-inch alloys wrapped in 50-series Pirelli rubber in both looks and performance for our Hellion-turbocharged 2010 Mustang. While we were at it, we also wanted to upgrade our stopping ability to match the car’s 450 wheel horsepower with some new performance rotors.
Bret Voelkel, founder and president of RideTech, didn’t have to look far to find inspiration to improve the hard-riding suspensions his contemporaries had grown uncomfortably accustomed to.
There are guidelines that are supposed to help keep cars running in top condition. The problem is, many of them aren’t based in fact, or they’re just way outdated. Here are five things you can do to save – that add up to over $500 per year. It’s like found money!
Drag racers have had a good problem for the past few years – horsepower, and lots of it. That’s what it’s taken to get some of the heaviest door cars into to sub-7-second range. The advancing technologies in fuel injection systems, digital ignitions, and overall engine design have made horsepower not only easier to obtain, but also easier to control.
We’ve got another video segment up in the New Take Off V6 Mustang build, which is the Wheel, Tire, and Brake Upgrade. All of the goodies come from New Take Off – which gave us a set of 17-inch and 18-inch take off wheels and tires, and we also installed the GT brake upgrade along with a set of Power Slot rotors.
One of the most important adjustments you can make to your Mustang of any type is the pinion angle. It can effect all elements of driving including not only dragstrip performance but also braking and cornering to a lesser extent.
We’ve got another video segment up in the New Take Off V6 Mustang build, which is the Wheel, Tire, and Brake Upgrade. All of the goodies come from New Take Off – which gave us a set of 17-inch and 18-inch take off wheels and tires, and we also installed the GT brake upgrade along with a set of Power Slot rotors.
Depending on who you speak to, we lose 10- to 20-percent of our torque due to friction losses in the drivetrain. Naturally, no one likes losing torque after spending so much money and working so hard to create this rotating force. This is, after all, the force we use to move the car and no matter which class you run, the name of the game is to move the car. So if we’re going to be good racers, one of the many questions we must ask is, “What can I do to reduce torque loss due to friction in the drivetrain?”
With Project 666, our ’86 Fox Body, we wanted to stuff a 275/60/15 Drag Radial on a 15 x 10 wheel and not have it look like a inner-city low rider with the wheels hanging out the wells. That meant it was time for the hammer. It was time – to clearance the wheel wells.
Recently we changed the brake system to a Wilwood racing system that included larger front rotors, replacing the rear drums with large rotors, and a set of super race calipers, along with a Wilwood Aluminum tandem master cylinder. But in order to make it manly, we converted our brake system to a manual.
The Fox Body Mustang was designed with a unibody construction, so with frame rails integrated into the body and a front subframe, body flex and poor suspension geometry just sort of came with it.
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Steve and I have been wrenching away on our Project 666 car this week, in preparation for some new drive train components. Specifically, the engine and transmission. Like Steve wrote in the previous blog, we have identified our replacements, but our first task was to get the stock stuff outta the way.
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