![]() “We firmly believe that the racing industry will only be two transmissions in the next five years it’ll be the Powerglide and the Turbo 400,” Kelly says. For the GM enthusiast, the cases are still one-piece, but for Ford and Chrysler enthusiasts, the cases are two-piece with interchangeable bell housings so you can run either of these transmissions behind the small block or big block of your choice.Īlthough admittedly not set in stone, Kelly feels these two automatics are proving such success that they may be the only two utilized in the near future. “One is for the bell housing in case of a flywheel failure, and one is for the main body of the case in the event of a planetary gear set explosion,” he says. He explained that both of these aftermarket transmission cases carry two different SFI certifications. “It is very exciting, because now these two famous and well-known transmissions can be built and blueprinted all day, every day and we’re not looking for junkyard cores,” Kelly says. Many companies, including Transmission Specialties, produce aftermarket Powerglide and TH400 cases, as well as all of the internal components. The problem, however, is no longer a problem. The problem? The Powerglide hasn’t been produced by GM since the early ‘70s and the Turbo 400 bowed out in the late-‘80s. They are simply proven tough units, perhaps earning their reputations as the result of money only being spent up-front, these are the ones that took the most abuse. The best part is with the transmissions and technology available, there is no need or excuse to short-cut either.įor the all-out drag racer, two of the most historically prevalent automatic transmissions have been the GM Powerglide and the three-speed Turbo 400. There is too much potential for disaster with the horsepower we’re pushing today. When building a transmission, safety is ultimately the number one priority, with dependability and function only the number two concerns by common sense default. For these reasons, you’ve got to put more “green” in the transmission. The bottom line in today’s world, racing and street-driven vehicles are blending together in the same category, with street-driven vehicles yielding more power than ever imagined, becoming formidable foes on the track, and race-only rides require drivetrains that can handle the extreme power being squeezed out of today’s engines like never before. “Guys really like to beef their car up in performance and daily drive it, then drive it to the track on the weekend, more so than you would imagine,” says Ken Kelly, general manager at Transmission Specialties. ![]() ![]() Over time, the once cool effect of rolling in with a stout tow-rig and matching trailer was overshadowed by the overwhelmingly popular drive to the track. This was also a benefit if you broke something, because you still had a ride home. A lot of guys drove to the track, but if you were serious, it was common and also looked good to employ a truck and trailer combo to get your car to the track. Backing up a few decades in drag racing, especially from a novice standpoint, was a relatively low-horsepower affair compared to the engines built today. The evolution of the sport has taken it beyond the track. With 132 feet of head-to-head action, you're sure to enjoy the day racing, running for fun, or just checking out the action.It’s hard not to put an immediate focus on drag racing and nobody can dispute the popularity of it, which today has thrown in a new twist to the transmission world. Look for a No Prep RC Drag Racing event near you-all are welcome. The new Octalock spur gear and 11mm Octalock pads provide maximum consistency and higher torque capacity. The DR10M Team Kit features a rear anti-roll bar, 28 precision ball bearings, fully adjustable suspension, vertical ball ends for roll center adjustments, 2.6:1 ratio gearbox with heavy-duty sealed gear differential, and externally adjustable V2 slipper clutch. The DR10M Drag Race Team Kit is based on the successful DR10 drag race platform. Additionally, the motor and tires share the same rotational direction, which produces quicker forward momentum to help you get a faster time across that finish line. The mid-motor set up shifts the weight distribution forward, reducing front-end lift. These forces generate additional rear end squat for that off-the-line acceleration which offers more tire-to-surface area contact, giving the DR10M additional rear traction. The mid-motor, 4-gear transmission in the DR10M RC Drag Race car offers the advantage of using motor torque rotation to apply downward force to the rear tires. Increase Stability, Traction and Handling with the Mid-Motor DR10M!
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |