It’s great when parents support their sons and daughters to follow their racing dreams, but fitting a smaller body into a fullsize race car does require a few adjustments. Unfortunately, sometimes the changes required to get a shorter, smaller driver comfortable in the cockpit can move him or her outside the range where the chassis is designed to keep the driver safest. For example, to compensate for short legs and arms the easiest solution is simply to move the seat forward. But that makes it more likely the driver can hit his helmet on the halo bar or dash. Instead, Allstar Performance has developed this pedal extension kit to safely move the brake and clutch pedals forward either 2 or 4 inches while leaving the seat mounted where it will do the most good when it comes to keeping the driver safe.
Pull Bar Rater
Intercomp’s new Pull Bar Rater is small and portable, making it easy to take to the track for last-minute setup changes. It has a 5,000-pound capacity and allows pull bars to be loaded in tension. You can also rate compression-type traction links. The maximum travel of 6 inches means it’s compatible with most pull bars, and the total length is extendable to 36 inches.
Keyser’s new line of aluminum radiators are made in the USA and are fully brazed for maximum efficiency. They can be had with a variety of options, including single- or double-row cores and 1- or 11/4-inch tubes. Keyser can help you choose the style that suits your engine and track the best. But the most interesting feature is its adaptability. Each radiator is threaded to receive screw-in fittings. Some engine builders prefer a -16 AN size water hose, while others build their engines for a -20. If you change engines, no more throwing out your radiator. This one can handle either.
Better Bushed Lifters
Isky has improved its already- exceptional line of bushed roller lifters for high-horsepower racing engines. Called the Epsilon-ZMAX, these new bushed lifters use an ultra low friction material for the bushings, which eliminate the possibility of a failed needle bearing. Besides low friction, this new material can handle higher loading than ever before. The bushed lifters are recommended for any 0.842, 0.904 or 0.937 diameter lifter installed with over 400 pounds of spring pressure on the seat and 1,100 to 1,400 pounds of pressure with the valve open.
Isky Racing Cams
Dart has been trusted for years by engine builders for its excellent engine castings, and its new LS-based block looks like it will be a real winner in racing circles in coming years. Dart didn’t simply copy the GM design, it added many of its own touches to the block which should make it quite attractive to race engine builders. There is a priority-main oiling system which keeps plenty of oil around the main journals even at high-rpm levels, enlarged water jackets for improved cooling, steel four-bolt main caps, traditional small-block motor mounts, and beefed up main webs—just to name a few of the upgrades. But what’s most noticeable about this block is the lack of a lower skirt like you see on a stock LS block. Dart’s engineers say that the skirted design robs power and that by going to a conventional small-block–style crank barrell area around the main caps they not only strengthened the block but also eliminated the problem of separate bays in the crankcase.
Updated Ford Crate
Ford Racing’s crate engine program has been around for a couple years now, so it’s not exactly new. But there are some interesting new developments that we thought were worth passing along. The engine is still available as either a sealed crate or a kit that you (or your engine builder) can assemble yourself, but the block is now honed from the factory with torque plates to add another level of precision. You can also order the engine with smaller 7mm valve stems for tracks or classes that don’t require stock sized valves. Ford Racing’s “Blue Oval” crate has definitely seen success on the track; last year Ford Racing engines won 13 events in the UARA Late Model series, and of those 13, 12 were crates.
Ford Racing Parts
Modified Asphalt Body
Five Star’s new body for asphalt Modified racers looks like it’s putting quite a few new aero tricks into play for this class. The nose features Five Star’s new MD3 design, which has already had great success on Modified dirt cars. The cowl looks a lot like an asphalt Late Model Stock design with a few tweaks, and the sides have been given plastic rockers that look really sharp. There’s even an integrated flare for the rear wheels designed to minimize turbulence around the rear wheels. There are definitely too many tricks involved with this new body to cover in this small space.
Five Star RaceCar Bodies
Diamond Pistons had a unique display that definitely caught a lot of racers’ eyes. Balanced on steel rods were a series of pistons for different applications. The pistons are from Diamond’s new program designing pistons that are perfectly balanced both front-to-back and side-to-side. Balanced pistons are already in use with several big-league race teams, but they haven’t been available to Saturday-night racers before. The idea is to fight the tendency of pistons with super-light ring packages and small skirts to rock over at TDC at high rpm levels. The thin rings are great at reducing sliding friction against the cylinder bore, but they also lose cylinder seal more quickly when the piston rocks over. The balanced piston helps keep the piston—you guessed it—balanced throughout its stroke so less blow by makes it past the rings. Currently, Diamond is producing these as custom pistons only.
High End Axles & More
One of the biggest announcements of the tradeshow season was the introduction of Strange Oval. Strange Oval is a sister company of Strange Engineering, known for its ultra high-end rearend and suspension components for drag racing. Strange Oval offers a line of parts specifically tailored to the circle track industry. At the IMIS tradeshow, Strange Oval was not only introduced to the racing world, but also unveiled its high-end axles, torsion bars, and had a set of prototype shocks on display. Its lightweight gun-drilled designed torsion bars are made from aircraft quality chrome vanadium steel, which offers superior yield strength. They are available in lengths from 24- to 30-inches, in 0.800- to 1.050-inch diameters.
Powertrain Technology is making a major play in the racing market with its clutch and driveline products. It has offerings that cover everything from the Street Stock racers all the way up to NASCAR’s Cup Series—and that’s no exaggeration. Of the many innovative products the company had on display, we chose to spotlight this incredibly light flexplate. It weighs less than 2 pounds yet still offers a durable steel ring. Combined with the scalloped flywheel that you see here, Powertrain Technology says that it is by far the lightest clutch and stock-diameter flexplate setup you will find anywhere.
Before developing the FR9 race engine for Ford’s NASCAR Cup Series teams, Roush Yates Engines ran a front drive system on their Windsor race engines that was proven to be extremely tough, protected the valvetrain, and cut horsepower losses. Now Roush Yates Performance Products (an arm of the engine building operation) is providing the front drive to anyone looking to get more out of their Windsor race engines. This front drive will fit Windsor blocks from 289, 302, and 351 sizes. Everything you need is included to seal all oil behind the front cover so that your belt runs dry and cool.
Roush Yates Performance Products
Wilwood has redeveloped it’s lightweight braking systems for Late Model and Crate racers. The company’s new Starlite 55 XD hubs move the mounts for the rotor closer to the center of the hub where there is more material to reduce stress cracking. A steel back mount plate bolts between the hub and the brake rotor and has provisions for the rotor to be mounted either as a floater (to protect from heat warping) or direct. There’s also a super light steel rotor for crate racers that’s scalloped and is 11.75 by 0.35 inches. Steel has different friction qualities than traditional cast iron, so Wilwood has developed a new pad material specifically to work with the steel rotors, and there’s even a four-piston super narrow (and lighter) caliper to work with the rotor as well.
DRP Performance Products always seems to come up with inventive and simple ways to help racers do more for themselves. This year the company was displaying this rearend jig. Race teams can use this to confirm whether or not they’ve tweaked a tube or bell after a hit on the racetrack. If everything is good, the rearend can be reinstalled into the race car with confidence. And if not, it can be sent out for repair or the team can do it themselves using the jig to make sure everything stays aligned properly.
DRP Performance Products