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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…
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.
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…
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…
It’s pretty obvious “Swinger” is heading out as a heavy hitter. It’s been a long time coming, and finally with the paint smoothed and finished, Sean Goude, our resident tech-genius could begin the laborious task of fitting Swinger with the entire powertrain setup, exhaust, and driveshaft.
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.
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 you.
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.
When it came time to pick a transmission for our All Air Camaro project car, we wanted one that would work for serious drag racing and could be mounting behind any engine combination that we could hang in front of it. The GM Powerglide is a tried and true gearbox for the track with its simplicity and toughness.
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.
At last November’s SEMA Show, General Motors Performance Parts announced a solid number of new products that had us drooling. One of the more forward-looking announcements concerned the introduction of their SuperMatic 4L70-E electronic transmission and controller kit. Check out the testing video here…
Because this is a serious drag car build – we’re shooting for low nines – we needed to be equally serious about how the engine and transmission mated up to the chassis. Having a ton of power isn’t worth a damn if all it does is rip the motor mounts out, so we turned to Madman & Co. Racing for a motor plate setup.
Our All Air Project Camaro is up in the air on the lift, so that can mean only one thing – more progress is imminent! We don’t want to keep you waiting too long for the update, so we thought we’d tease you with some shots of what we’ll be working on next.
In today’s world, if you build a high performance vehicle, every aspect of the car needs to perform at its best. Centerforce Clutches makes high performance clutches and flywheels for a number of popular American muscle applications for that exact reason.
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.
With more than 15 years experience designing and building all kinds of high performance clutches right here in the United States, ACT has what it takes to help you find the right clutch for your application, and to make sure you’re getting power to the ground once it’s installed.
This is a tale of two Trailblazer SS trucks: one All-Wheel drive, one rear wheel drive, and both in serious need of a torque converter upgrade. Our resident “TBSS” Project Truck sports upgraded Kooks exhaust and NOS Nitrous, and makes 380 rwhp.
The first time my father took me out driving, it was behind the wheel of his rusty but still running six-cylinder ‘88 F-150. This was a bare bones truck that my father had bought for his contracting business, and standard equipment back then was a five-speed transmission with a shifter a mile long.
When it comes to trying to run low 8′s, you can have all the horsepower in the world, but your rear end and transmission need to be bulletproof. So when it came time to select a transmission for Project Grandma – our infamous ’78 Malibu – we made a call to the transmission experts over at TCI.
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Selecting a bulletproof rear end for your car may seem easy, but there are a lot of different builders, and hundreds of options from wild to mild. A name that has always been at the top of the list is Currie, and they have released a new fully fabricated 9-inch housing for hardcore drag racing applications.
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