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.
Today’s Stockers haul. From the outside, they can look like the Rubik’s Cube of performance – going fast with “minimal” modifications. Not so.
Want to go class racing? Stock looks pretty good, doesn’t it? But hang on – how on earth do you figure out what fits what?
Talk about pinion angle and you’ll get a dozen different opinions, and likely some arguments too.
During the muscle car era, the Detroit Locker was likely the toughest, meanest, gnarliest differential that ever turned a tire on the street. As it turns out, the Detroit Locker is still the most durable and dependable locking differential available today.
No one likes a car that overheats. That’s a no brainer. But when it comes to cooling you absolutely must first figure out a way to bring the air to the radiator.
There are a lot of causes for chassis bind, but the first thing to look for is a bound up rod end (or “sets” of rod ends).
Over the past three issues, we’ve examined Mark Williams’ Modular 9-inch rear end assemblies and, in particular, the street machine/street rod/street-strip versions. While M-W offers a wide range of choice when it comes to axles, the components fitted to our featured Modular 9-inch are Mark Williams’ MasterLine examples.