Many of the cars we love were originally built as simple machines.
In our last issue, we began our look at how you can slice and dice your ET slip by way of reducing rear end unsprung and rotational weight.
It should be no secret to anyone who has ever climbed into a racecar that there’s more than one way to go fast.
Poll any drag race chassis shop and they’ll quickly tell you a car should be built around the wheels and tires (particularly the back ones).
This time around we’ll explain how to figure out which stud fits what application and which washers to use for your application.
Wheel studs and lug nuts are pieces of hardware many people simply take for granted.
How do you select a universal joint, and which size universal joint is best for the application?
U-joints are far from the most glamorous pieces of equipment you can install on your race cars, but they’re still very important – so important that if one expires, it can take the complete floor out of your pride and joy.
The engine in a Stocker is very important, but in most cases, these engines are actually “stocker” than you might think.
In the past, we’ve taken a close look at what makes a legal Stock Eliminator car tick. Some of the well-scienced parts include shocks and springs, along with wheels, tires and rear end assemblies.