We increase traction on our Project Silver Bullet, and also get it up to NHRA legal specs with a set of control arm relocation brackets and a dirveshaft safety loop from BMR Suspension.
by Don Creason on March 4, 2014
by Joshua VanWynsberghe on February 4, 2014
Our project car Blown Z has been outfitted with an ultra-trick Kevlar/Carbon seat supplied by Racetech USA, designed for the utmost in the driver safety while remaining lightweight and strong.
by Jason Reiss on January 3, 2014
We upgraded the underside of our automatic 2013 Mustang for track use with a full complement of parts from Chassis Engineering. These provide a measure of chassis support along with at-track adjustability.
Drag racers are always looking for ways to make their car faster and more consistent at the race track. A properly installed anti-roll bar can lead to reduced 60-foot times and improved consistency at the track.
by Joshua VanWynsberghe on October 1, 2013
It is relatively easy to make big power with a late model Mustang due to the availability of bolt-on performance parts. Maximum Motorsports has developed their own bolt-in roll bar kit to make the car safer too.
by Barry Kluczyk on August 15, 2013
It’s not everyday that you get the chance to experience a tour of OE level proving grounds and R&D, so when we had the opportunity to tour the Eaton facility we jumped on it! Check out how Eaton puts their superchar
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.
by Don Creason on March 25, 2013
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.
by Andrew Wolf on July 17, 2012
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.
by Bobby Kimbrough on April 2, 2012
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.
by Jason Reiss on February 17, 2012
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.
by Jefferson Bryant on November 11, 2011
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.
by Shane McGlaun on August 1, 2011
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.
by Paul Huizenga on November 16, 2010
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.
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by Tom Bobolts on June 16, 2010
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.