There are a few ways to go retrofitting a muscle car for the demands of the modern road course.
Because of the prevalence of paddle-shifted gearboxes in modern sports cars, the appeal of left-foot braking is greater these days, so why not learn to capitalize on a new-fangled form of technology and put that lazy left foot to work?
In modern racing sims – rFactor, iRacing, Project Cars, and the like – the aspiring racing driver can learn racecraft, assess their lines and learn courses, as these programs are very similar to the real thing in some respects.
Pike’s Peak is raw, unrivaled and challenging in ways that no other racing venue really is – and that’s why it requires a specific approach.
Moving from the world of muscle cars into the world of road racers is a shock for many. Lots of back-and-forth ensues regarding the right spring selection, the right amount of swaybar and how to balance front and rear stiffness to help – and, truthfully, it never ends.
Josh grabbed the Ford for peanuts, fixed up the faulty clutch and decided that he’d turn it into a Pro Touring Mustang.
As the drivers sit on the starting grid, their eyes fix keenly on the light or the flag marshal, they bite their lips, breathe shallowly and tense their grip around the steering wheel.
At which point does a driver decide to accept that a slide is beyond catching, and how do they know which way to go to avoid a competitor who’s spun off ahead of them?
The Hellcrate is identical to the motor found in the Hellcat Challenger, the Hellcat Charger and the Grand Cherokee Trackhawk, and as part of promoting the engine, Graveyard Carz went ahead and stuck the engine in a classic 1970 Plymouth Superbird.
We’re inundated with regular arguments about the value of downforce in Indycar racing, but only on rare occasions is much technical insight presented, and often it’s very theoretical.