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Don't choose a clutch with more torque capacity than you need, as excess clutch torque capacity is counter-productive. Makes it easier to spin the tires, but overall slows the car down. The more torque capacity a clutch has, the quicker it can pull the engine down against WOT. The quicker the...

I would just make a simple oversized template for the hole out of something like 1/4" plate. Bend the template to lay tight against the bell, then use that plate as a guide for a plasma cutter. The piece you cut out of the bell can be used as the plug, just make a bolt flange that can be welded...

If that rubber on the pedal stop is soft, it might introduce an un-necessary variable that could affect your reaction time consistency. You might also want to consider releasing the 2-step from an adjustable clutch pedal switch, makes it easier to sync the hit of the clutch with 2-step release...

I paid $150 for this 8.8 housing, originally from a Crown Vic. Lighter than the Explorer version, heavier than the easy to bend Mustang version, good compromise with 3" axle tubes. Cut the brackets/ears off it, narrowed it to 51-1/2" with some used 9" "Big Ford" ends I had laying on the shelf...

Looks like faceplating may be in the TKX's future :) 1200lb springs in the PP? Grant

Looks like around 4-1/2" of separation on that left rear, could the harder hit have maxed out the rear shocks? I'd probably put 20-22lbs in those radials. Grant

Launching from the clutch pedal stop is critical to getting consistent results from the 'tamer! I would embrace that dead hook, also get aggressive with launch rpm. Assuming a 1.40 60' target and your gearing with 32" tires? If the clutch slips about .80sec during launch, that would draw the...

Ram's 10.4" dia full iron disc paired with a 2800lb Powergrip PP has pretty poor street manners, even with a 'tamer on the pedal. Disc has a lite thin flat carrier, which means most of it's 5.1lbs is around the outer dia. Hard to slow down, not really an option for a synchro trans. The 10.375"...

When the clutch is right for a dead hooking manual trans radial car, the hit on the drivetrain will be softer than with an automatic. I've ran low 5.70's with 1.30 60's on radials with 28 spline axles in an un-braced chevy 10 bolt housing, using an overkill 800hp clutch that was 'tamed. Only...

Your clutch is what twisted the axles. The more torque capacity a clutch has, the faster it pulls the engine down when you dump the clutch, which results in a sharper impact sent to the drivetrain. Most install an aftermarket clutch and think nothing of putting a 650tq capable clutch behind a...

If you are a bracket/index guy and tune for a dead hook on the worst surface you are likely to run on, won't need to change much to run on a good surface :) I might have a few pics back at the shop, but I won't be back until next week. Just made some room in my inbox... Grant

You will find that with the softer hit of the 'tamer, shock settings won't need to be as tight. Grant

Before tuning the 'tamer, be sure your pedal stop adjustment allows clean hi-rpm shifts, also try to make sure there isn't any obvious chassis setup problems that will compromise your potential. Shock travel and suspension issues are pretty common. With 4.30 gears and not knowing what clutch...

Is the PP diaphragm or B&B? (edit- just noticed it's Centerforce, so diaphragm). I would swap out the paddle for a Ram style dual friction disc, which will have far better street manners and be much easier on the drivetrain. I would also take the weights off the CF pressure plate. That will...

If you slip that thin sleeve on with a little red loctite, it's not going anywhere. Long ago I modified my Ford Toploader use the cheaper GM version of the Howe hyd t-bearing, although in my case it was simply turning down the od of the Toploader retainer. Back around 2010 they had a problem...

30% heavier with two less pistons to spin it up! Grant

The 1.9 60' probably had an rpm flare before the clutch hit, which would give you some of the benefits of a higher rpm launch at the cost of a little reaction time. A /6 crank is likely quite a bit heavier than a typical V8 crank, which means it will absorb quite a bit more piston output as it...

On my old 16x60 South Bend, I just made a simple tool post holder that I clamp a die grinder onto with hose clamps. Carbide burr in the die grinder. The lathe spindle indexed on the spline or dog tooth I want to remove, then locked. From there, I just manually move the carriage and cross slide...

Counterclockwise adjustments to the 'tamer's inner dial should fix the bog :) Grant

It's a 15 x 12" wide wheel. Grant

Here's a set of 275/60 on 12" wheels, going on my sbc powered RX-7... 13.5" section width. Grant

Too much clutch is what will kill that 23spl, not a glued track or sticky tires. Not sure which McLeod twin you have, but even the least rated version will need some hit softening for your application. Grant

I have actually used a single modified pcv valve as a crankcase vacuum source for over 10 years now. Street driven 355sbc that occasionally sees 8600rpm, but with a sealed crankcase that does not draw external air. Engine is sealed up pretty good, not much actual flow velocity to carry oil out...

Grant

If you are going to the trouble of fabbing up a pinion snubber, for just a little more effort you could be different and put a torque arm on it. Small shackle on the front of the TA eliminates suspension bind and you still have street friendly articulation. I've built hundreds of TA's over the...

...of converting a rear steer car's stock Ackerman geometry to anti-Ackerman geometry.... ...Textbook Ackerman generally keeps all 4 tires aligned 90* to a common radius center as the front tires are steered. Basically the inside front tire needs to turn a tighter arc than the outside front...

I installed a crank trigger on my street/strip small block, but also kept the MSD distributor trigger as a back-up. Now that I can switch back and forth between triggers, I could put a curve back in the distributor for street use if I wanted to. Grant

I worked for Al's Auto Supply back in the 70's, the chain sponsored Hank Johnson at the time. We had a Mr Gasket shifter display over by the speed parts wall, always someone over there banging gears with the V-gate. Displays like that were a big part of the speed shop atmosphere at the time :)...

When H pattern ergonomics is right, there is no V-gate advantage. For me the deciding factor was my H pattern shifter is lighter than a V-gate. I also tightened the slider travel distance up when I installed my faceplates, only 2" total throw distance at the shift knob :) Here's the slider...

No experience here, but it's hard to imagine accel pump shear plates helping a WOT 2-step launch. I think they would improve street/strip driveability, especially with a big carb, clutch pedal, and not much vacuum. Grant