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…
by Clifton Klaverweiden on February 21, 2012
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.
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…
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…
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.
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.
by Jefferson Bryant on November 18, 2011
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 y
by Mark Gearhart on November 11, 2011
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.
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
by Tim Kern on October 19, 2011
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.
by Don Roy on October 4, 2011
With a built bottom end and a Kenne Bell blower on top, the engine in this smooth Stang soon overpowered its aftermarket clutch. We turned to the experts at Centerforce for their new dual disc DYAD clutch and better results than expected. When you need to pass the power through, this is the clutch to do it with.
by Mark Keiser on August 16, 2011
Does your clutch pedal make your leg tired while sitting in traffic? Have you had trouble with your clutch cable melting, stretching or snapping? Well Mcleod Racing has a solution, with their hydraulic clutch conversion along with their wide range of clutches and accessories. Check out the installation inside.
by Scott Barlick on July 20, 2011
When it comes to transmissions, especially automatics TCI Automotive has more experience building and designing transmissions and parts that last longer than anyone else. TCI has been in the winners circle more times than any other transmission company, so your guaranteed nothing but the best.
by Andrew Wolf on July 20, 2011
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.
by Andrew Wolf on June 24, 2011
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.
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.
Torque converters are the component that made the modern automatic transmission possible, transferring power from the engine to the rest of the drivetrain without the use of a clutch. Even though we’ve all used them, few of us understand what’s actually going on inside or how they’re built.
Currie has the answer for high-horsepower S197′s in their “crate rearend” program that delivers a true bolt-in 9-inch style rear with a slew of custom options, without the wait for a full custom axle.
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We recently hooked up with Mississippi-based TCI Automotive to learn more about balancers and why they see their new Rattler torsional vibration absorber as an option for people building engines for both street and strip applications.