Archive for November, 2009

Over here, or should I say down here in Australia we don’t often see too many Eleanors going up for sale or for auction so it’s always exciting when one pops up, which is just what has happened this week at the Bonham & Goodman Christmas Car Auction.
The black and gold Eleanor example looks great, […]

67mustangblog – Now On Your Iphone

Thursday, November 26th, 2009

It’s been a long time coming but I thought I might as well make the site accesible on your Iphone and other high end devices. Basically it came about from me trying to load the site while in transit from home to work and other places. It took too long to load through 3G.
I’ve […]

For some automotive collectors, original un-restored rides that are in perfect shape are exactly what they desire. While typically you would find a ride like this resting away quietly in a museum, that isn’t always the case. That brings us to a man named Randy Gillis and his un-restored ’66 Mustang Shelby GT350H. Against common practice, this un-restored gem is raced every chance Gillis gets to do so, turning in some respectable low-11-second times in the process. Gillis has owned the car for 30 years and is the 3rd owner including Hertz, so I highly doubt Gillis and the car will be parting ways anytime soon.

Information as well as an interview on the owner of the car was posted on Fordreports.

Photos courtesy of: Fordreports.

Automotive purists might hate this part, but underneath all that original sheet metal, this car is highly modified with a 331 cubic inch stroker motor topped off with a nice set of Edelbrock aluminum aftermarket cylinder heads. The intake is rather nostalgic however, being a Trans Am dual 4-barrel setup. Gillis has had a hard time choosing just one motor combo he likes though, as this engine bay has housed everything from a stock 289 to a stroked 351. Gillis announced that he is currently building an all aluminum 374 cubic inch motor for his pony and he will also tuck a 5.29 ratio gearset in the rear end when the swap is made. The new combo should easily bring him deep into the 10-second range.

Gillis answered all the critics of his decision to race the car saying, “Cars like this were meant to be driven, and that’s exactly what im going to do with it.” We can’t disagree with you there Randy.

Ford Unveils Fiesta S200 Rally Car

Wednesday, November 25th, 2009
The Ford Fiesta is just months from hitting dealer showrooms, but the Blue Oval isn’t showing any hints of slowing down the marketing blitz behind the sub compact. After hitting Pikes Peak and the X-games with vicious, turbocharged Fiestas, Ford usurped renowned rally racer Ken Block from Subaru. But what will Mr. Block race in the World Rally Championship?

A Fiesta, of course. Ford teamed up with M-Sport to officially unveil the Fiesta S 2000, a rally car that will be eligible to compete in races across the world.

Pictures: Ford

Unlike other incantations of the Fiesta (like the 800 horsepower monsters that tackled Pikes Peak), this little bugger will be running naturally aspirated. That’s right, no forced induction of any kind. The engine is a 2.0 liter Duratec four banger hooked up to a six-speed sequential transmission with an AP clutch, diverting power to the all-wheel drive system. How much power is a naturally aspirated four cylinder engine good for? In the Fiesta’s case, 280 horsepower and a 192 ft-lbs of torque with an 8,000 RPM red line. Not bad, not bad at all.

The Fiesta S 2000 follows in the proud history of Ford’s rally racing career, which often saw other low-end cars like the Escort tackling some of the world’s toughest tracks. The Fiesta is also the Blue Oval’s first World Rally car; essentially, many of the other cars had to be built or tuned for specific races, but this Fiesta is ready to go for most anything. The Fiesta S 2000 is set to debut in January of 2010, and if history is any indicator, Ford can look forward to adding quite a few trophies to its mantel.

SFI 25.3 Cert: Keeping up with Heavy Horsepower

Wednesday, November 25th, 2009
Drag racers have had a good problem for the past few years – horsepower, and lots of it. That’s what it’s taken to get some of the heaviest door cars into to sub-7-second range. The advancing technologies in fuel injection systems, digital ignitions, and overall engine design have made horsepower not only easier to obtain, but also easier to control. It seems in just a short few years, door slammers have become brutally fast to the point of surpassing the mandated chassis certifications. The problem was, there was not an SFI spec to “allow” some of the quicker/heavier cars run legally, that is, until September of 2009 when the new certification “25.3” was introduced.

Story by: Jake Amatisto

Talking with Chassis Builder Bryan Metz and SFI’s Jennifer Faye on the 25.3

We contacted chassis builder and SFI committee member Bryan Metz about what exactly the 25.3 cert will entail. “To put it simply, we’ve combined the 25.2 and 25.5 rules, and then added in specifications to the rear portion of the cars,” he said. “We wanted to ensure the rear of these cars have additional tubing to reinforce the factory frame rails. Before, the main focus was on the driver’s cockpit area, with the 25.3, we now have guidelines to go off of for the whole racecar, front to back.”

Metz also explained that a decade ago there weren’t chassis certifications, just a basic guideline of 9.99 type cage. As the cars got quicker and heavier, SFI mandated 25.5, 25.2, 25.1 and now 25.3. The SFI Foundation’s Jennifer Faye was another insider we contacted on the subject, “The need for such a spec did not present itself until a few years ago. Until then, the existing specs were sufficient. As technology of the equipment advanced, along with the talent of the builders, tuners, and racers, it rapidly became apparent that the heavier door cars would eventually break through the existing specs.” It wasn’t until such sanctions as the NMCA, NMRA, PSCA, and ADRL petitioned for SFI to start developing something that will allow these heavy cars to run at their full potential, while remaining within SFI’s specs.

The 25.3 specs new require a 1-1/8 “X” brace in the roof, whereas the 25.5 specs call for a single bar. This, according to the chassis builders we spoke with, is a relatively easy addition when a car already is certified to 25.5.

Faye explained, “With most SFI specs, sanctioning bodies who are members of SFI will recognize the need for a new spec and formally petition SFI to develop one. Then SFI will form a technical committee comprised of product manufacturers, engineers, and sanctioning body officials who all have valuable input into developing a particular spec. Of course, in the case of roll cage specs, it is chassis builders who participated.” She continued, “In some cases when developing a brand new product specification, the technical committee is literally starting with a blank sheet of paper. However, sometimes existing specs and precedent can be used as the groundwork when developing specs that expand into new performance parameters, as was the case for 25.3. It is generally based on Specs 25.2 and 25.5 with considerations added for the heavier weights involved at those speeds.” Metz added, “We wanted to get enough tubing back there that if the factory rails were starting to rot, you are covered. If the frame is rotting from the inside out, which can happen, now we’ve got a tube in there that, in essence, is replacing that. The factory frame will still be there, but it’s another structure that will be able to take an impact. For the most part, it’s a fairly simple change from a 25.5 or 25.2. Basically 25.3 feature the majority of the tubes, making sure that there is some structure behind the driver,” Metz said.

The new 25.3 chassis certification outlines some newly required bars in the rear portions of OEM cars. Before, with the 25.5 cert, there were no real specifics of how the rear portion needed to be laid out. Still, good chassis builders would enforce the reason their own, but now with the 25.3, it’s a requirement.

Who Made 25.3 Possible?

Some of the country’s top chassis builders teamed up to develop this new certification, Richard Earle of Suncoast Racecars is the chairman of the committee. “While he may not be a primary builder of these cars, he was selected as chair due to his experience with the SFI process,” Faye explained. Other builders included Dan Neumann of Dan Neumann Race Cars, Chris Lundsford of Sheppard Race Cars, Mark Wilkinson of Racecraft Inc., Bryan Metz of Metz Performance, Gary Rohe of Gary Rohe Racecars, and Larry Larson of Larson Race Cars. SFI also appreciated the invaluable input from Trey Capps of ProMedia, Jim Collins of NHRA, and Roger Goode, who is SFI’s Professional Engineer.

Although we spoke with Bryan Metz of Metz Performance for this article, other chassis builders that helped develop 25.3 include the Chairman, Suncoast Racecar’s Richard Earle, Dan Neumann of Dan Neumann Race Cars, Chris Lundsford of Sheppard Race Cars, Mark Wilkinson of Racecraft Inc, Gary Rohe, and Larry Larson of Larson Race Cars. SFI also appreciated the invaluable input from Trey Capps of ProMedia, Jim Collins of NHRA, and Roger Goode who is SFI’s Professional Engineer.

This 25.3 chassis spec is intended to for OEM frame or OEM-modified frame door cars that are faster than what a 25.5 covers, but heavier than a 25.2. The sanctioning bodies, along with SFI quickly recognized the need for this separate spec. “What’s interesting, though,” Faye said, “Is that at the same time sanctioning bodies were requesting a new spec that would eventually become 25.3, car builders who were already familiar with working in SFI chassis specs were also calling SFI expressing their need to fill the gap between 25.2 and 25.5. They were looking for guidance in how to build these faster, heavy door cars with appropriate safety in mind.” According to Faye, other sanctioning bodies recently joined SFI such as PSCA, who were not members at the start of the 25.3 project, but are indicating that they are interested in using the spec as well.

Here are three examples of funny car cages from the SFI book. For the most part, this area will stay the same for all three chassis specs.

What’s the difference from 25.3 to 25.2/25.5?

So the big question on everyone’s mind is, what are some major things that are different on a 25.3 spec compared to a 25.2 and 25.5 in terms of added bars? Faye elaborated, “Historically, when SFI chassis committees work on developing a roll cage spec for a performance range that grows out of existing specs, they keep in consideration that there may be cars in the field that need to be upgraded to the new spec. With that in mind, the spec is developed to meet the necessary safety parameters, but so that some existing cars can be updated to meet the new requirements. While not all cars can always be updated, some can.” She went on, “There is also standard precedent that must be followed for any chassis spec, whether it’s for a door car, dragster or funny car. For example, any chassis faster than 7.50 must be constructed of all round chrome moly tube.

For years, the 25.2 roll cage was the ultimate chassis for a door car, but its 3,200-pound limit was a bit unrealistic for certain high-powered combinations. With the new 25.3 specs however, you will now will be legal to run as quick as 6.50 at 3,600-pounds.

Like the 25.2 specs, the 25.3 certification will require extensive reinforcement of the floor. This can be the most difficult and pricey aspect of a chassis of this type. Often times chassis builders will cut out the factory floor, build the structure, and reinstall the stock floor.

In taking on the task of developing Spec 25.3, the committee used 25.2 as the basis and included construction requirements from 25.5 that pertain to OEM frame or modified frame cars such as the rear frame rails and rear braces, as examples. In Spec 25.3, you might see a little more detail in specific construction requirements than in other specs because in addition to the safety objectives, the committee took the perspective of providing builders with a more detailed guideline to building the chassis.” According to SFI you will see the major differences between a 25.3 and a 25.5 roll cage will be in the roof, door, and floor bars. Either additional bars or larger bars (or both) will be required. In some cases, there are options available to keep existing bars while adding support tube members to meet the new spec. These are only generalities, so a builder will definitely want to obtain a copy of the actual specification from SFI in order to have the
detailed requirements.”

The gussets for 25.3 spec cage have to be a beefy 1-inch diameter to meet the requirements, similar to the 25.2 specs. For racers with a 25.5 chassis, this is something that is not required.

The two previous chassis specs mostly concentrated on the driver’s compartment, but didn’t specify what needed to be in the rear portion of the car. The new 25.3 guidelines specifically state what needs to be in the back-half of the car. As you can see in the photo of one of our 25.5-spec project cars, there is minimal tubing in the trunk, the new 25.2 and 25.3 certs will address this area more thoroughly.

Like the 25.2 chassis, which is legal to 6.00 at 3,200-pounds in the quartermile, a 25.3 chassis will have to be entirely made from chrome moly tubing. Racers that have real muscle cars with mild steel cages will simply have to step up to CM if they want to go quicker than 7.50, or simply go with a full tube chassis.

Here is an example of the bar structure required for a 25.3 chassis spec. When these 25.X certifications were first introduced, the main focus was around the driver. Now, chassis experts and SFI want to see some support behind the driver, making the whole racecar sturdier in the event of an impact.

A Chassis Builder’s Take on the Change

We asked Metz if he felt this upgrade is good for the sport, or just another thing to deplete a racer’s pockets. “For us at Metz Performance, we expect to see a lot of upgrades to this spec, I’m sure.” I think it’s good because now there’s a safe spec to allow anything quicker than 7.50 to run at 3,600-pounds. It really gives some racers a larger window there are a lot of cars out there that are chrome mol, but weigh too much. This will salvage this situation. We have three or four customers that weight a couple hundred pounds more than their cert will allow, now they have the option of getting those heavier car back on the racetrack and it’s a minimum upgrade.”

One class the new 25.3 cert is supposed to help is the NMCA’s ARP Nostalgia Pro Street. For years, these cars were too quick for 25.5 and too heavy for 25.2, now the 25.3 will accommodate these racers.


SFI Foundation, Inc.
Phone: (858) 451.8868

Video: Ford Mustang Can Skate

Wednesday, November 25th, 2009
Skateboarding has seen a bit of a resurgence as of late, with the popularity of games like Skate and Tony Hawk’s Ride taking off as the holiday season approaches. Then there are shows like MTV’s Rob & Big, and Nitro Circus starring lovable-yet-crazy professional boarders performing insane tricks, and sometimes even pulling them off.

Looking to cash in on this craze, Ford enlisted skateboarders Pat Duffy and Jake Brown for the ninth installment of the ‘Stang Unleashed marketing blitz.

The result is a lot of stunt work and computer animation coming together for one sick, short film. The point of the film is to have both boarders pulling off tricks, which the Mustang attempts to mimic. Obviously, having a Mustang wall grind without crashing and causing massive fatalities is pretty much impossible…which is where the magic of computer animation comes in. Not all of the movie features a CG Mustang though, and for live action shots stunt driver Stanton Barrett was behind the wheel.

Easily the best real stunt performed by the Mustang is climbing up several stories of a spiraling, narrow car park while shredding tires. You can see just how close it comes to hitting the wall in the first video, although the second behind-the-scenes video shows how they pulled off some of these stunts. Ford has already gone to great lengths to show off the all new Mustang (with details about the 2011 version being revealed at the L.A. Autshow). How will the tenth installment of the ‘Stang Unleashed top this?

Selecting a bulletproof rear end for your car may seem easy, but there are a lot of different builders, and hundreds of options from wild to mild. A name that has always been at the top of the list is Currie, and they have released a new fully fabricated 9-inch housing – the F9 – for hardcore drag racing applications. We got a first hand look at the F9 as they build one for our Project Grandma.

Currie F9 Video: Watch them build the F9 for Grandma

For our Project Grandma, a 1979 Malibu powered by a 1,000+ horsepower Edelbrock/Pat Musi Big Block Chevy, we knew that we were going to need something a little more than just a junk-yard 9 inch. 1,000+ hp and 3,400 lbs is an ugly combination, and a bullet proof fabricated 9-inch fit the bill.

Fabricated Housing (F9) vs. Stock-type Housing?

So you decide to use a 9-inch. Good start. However, over the years that the 9-inch was installed in passenger vehicle, there were over 20 different versions of rear end, with differences from as simple as suspension mounts to width and axle wall thickness. There are three different choices you typically have for a 9-inch build.

  1. Junkyard 9-inch housing
  2. Brand new “OE” style housing made by companies such as Currie
  3. Fully Fabricated 9-inch housing

Sure the price seems right, but you are going to get what you pay for.

Junkyard housings are a bad idea unless your idea of a car is a Dirt Track Street Stock bomber like our sister website runs. They are of unknown quality, specifications, and condition. Even if you find a good one, the reconditioning required probably means new axle tubes, and then at that level, you’re better of with a new “OE” style re-manufactured housing. The new OE-style housing a great start, and the foundation of MANY rear end builds even down to 7-second applications.

Then why a fabricated housing such as the F9?

There are really four primary advantages to an F9 Fabricated housing such as the Currie Housing:

  • Strength – made from premium materials, the F9 can be built to be bulletproof right from the get-go without having to modify an OE housing. Depending on your application Currie can add bracing to the rear end to handle 1,500+ hp applications or even greater.
  • Customization/Flexibility – since the Currie F9 is made from scratch, you can customize almost anything on the rear end in the original build stages – from shock brackets, suspension mounts, wheelie bar brackets, etc. You can also do this to some degree with an OE-housing but there you are really modifying an already produced housing.
  • Precision – All Currie rear ends are made precisely, but the nature of a fabricated housing allows Currie to get their specifications, clearances, and measurements down to .001 of an inch. Unlike a cast or forged housing, this is fabricated precisely and double-checked every single step of the way.
  • Cost is Comparable – If the F9 was 3X the price, or even double, it’s value would be less. But it’s only slightly more expensive than a comparable OE-style housing.

Currie’s F9 Fabricated Rear End: A Look Inside

Currie has been making and modifying Ford 9-inches for over 30 years, and now they have taken that experience and applied it to their new offering the F9, Currie’s first fabricated 9-inch rear end.

The F9 incorporates the best qualities of all the different version of the 9, and blends them into one complete package. We spoke with Brain Shephard of Currie to get all the juicy facts on the F9. “The F9 was designed to be strong, versatile and affordable,” says Shepard, “We bended our knowledge of everything from drag racing, hot street cars, Jeeps and off-road desert racing to make a rear end that could survive anywhere, under any conditions.”

So let’s take a look at each components of this bullet proof rear end, and finally – walk you through an installation on our Project G-Body “Grandma.”

The F9 Housing

Starting off with the housing. Currie begins with 3/16-inch thick Hi-Form steel for the center section.

“We wanted to make the center section out of one piece of steel to help prevent leaks,” says Shephard, “If we couldn’t make it work, we were not going to build this rear end.” The flat steel is then bent, pressed and massaged into the armadillo shape seen here. Then the team really gets to work, starting with the welding.

Currie adds in strength anywhere they can fit a welding torch. The 3rd member mounting face is made from the same Hi-Form steel as the rest of the center section and then welded on with studs installed. Gussets are added inside of the center section and welded along the inside of the mounting face. The drain hole and a magnet to catch any metal flakes are added at this step as well.

Here is the axle tube sliding into the center section.

Then the center is taken over to a jig that assists one of Currie’s welders in installing the axle tubes. He grabs two 3-inch or 3.25-inch axle tubes, depending on the order, and places them in the jig as well. The axle tube is flat cut on one side so that it matches up with the bulkhead that is welded inside the center section on each end. When installed, the axle tube keys in to the bulkhead adding strength and a resistance against rotating.

The housing ends are also welded on at this stage as well.

For Project Grandma, we specified an overall housing width of 56-inches, and asked Currie to add the Upper and Lower Control Arm mounts needed for the TRZ G-body suspension.

In addition, you can see that we added a back brace to our housing, needed because of the fact that our Malibu is going to be making well over 1,000 horsepower. While it might not seem like much, this back brace was custom sized to ensure it would not conflict with any of the rear suspension and provides even more holding power to our already sound rear end.

“Because this housing is already so strong, we really didn’t have to put a huge heavy back brace on this rear end” Shepard told us, “You can have the strength with plenty of room for your other components, such as suspension and gas tank.”

Here is a close up of our Big Ford housing ends and G-Body suspension mounts. Currie spec’d our rear end out for our application, no customizing needed!

Currie’s 40-spline Gun Drilled Axles

The axles are first cut, then cleaned up before sent off to the next step of the process. While this is going on, on the other side of the building, workers are busy machining the axles for our rear end. It all starts in the cutting shop. Currie cuts the axle down to size and cleans up the cuts before sending it over to have the splines cut.

We choose to go with Currie’s Extreme Axel that are 40-spline. “These axles are made from heat treated forged alloy that is sized to accept the 45 mm drag race bearing,” says Shepard, “This bearing has smaller roller balls that cut down the amount of resistance or friction on the axles turning.”

That means more power to the ground.

A large press helps get the bearing down the length of the axle, resting it just behind the hub.

Here Currie uses one of their many CNC machines to cut the splines into the axles. We ordered ours in a 40 spline version to really make sure it could handle all the hard launches we could come up with.

Finally, Currie installed a set of 5/8-inch wheel studs in a five on four-and-three-quarter pattern to match our Billet Specialties Street Lite wheels. “These studs are the Cadillac of wheel studs,” explained Shepard, “These are the same studs the Pro Stock guys are running.”

The final component needed to begin building our rear end was the 3rd member. Currie started with their a brand new 9-Plus Nodular Iron Race Case. As the name implies, this piece is cast from extra-strength nodular iron, Currie precision machines these cases to original O.E.M. specifications.

This means it is a “brand new” manufactured unit, not a salvage yard rebuild.

Inside the Race Case, Currie installed a set of 3.89 Pro Gears. We installed a 40-spline Currie 4340 Steel Spool to work with out monster sized axles. On the front, we opted for a bullet proof Strange 1350 yoke – the standard sized yoke for drag racing. Keep in mind that this is a track only car, so installing the Pro Gears would not be a problem. They are too soft for street use.

“Our Pro Gears are strong, but are not heat treated and designed to flex. This provides a cushion for the hard launches you are going to submit this car to,” explained Shepard, “A heat treated hardened gear would have no give to it, and break under the torque stress. I wouldn’t recommend a Pro Gear for street use, but on the track, it’s the best way to go.”

All the tolerances were checked at every step of the way.

Now that all the individual components of our rear end were completed, it was time to move them all over to the assembly section and put it all together. Again, the housing was placed in a jig to assist the builder in assembly. First up was the housing and it was cleaned for one final time.

As you can see in the photo above, this is one of the strong points of the F9 (or any 9-inch). With it’s ability to remove the entire 3rd member, should we want to change gears, all we have to do is quickly swap the 3rd member out with a different one or pull it out and change the gears on the bench.

Next the 40-spline Currie Extreme Axles were slid in on each side and bolted down with the necessary four bolts on each side.

Install Time: Project Grandma gets the F9

Back in the powerTV Garage, we prepped the Currie F9 for install into our G-Body. While the rear end was out of the car, we took the easy approach to putting the brakes on. Like the front of the Malibu, we went with Aerospace Components Brakes. These brakes were designed to fit the Torino style ends that our rear end was built with.

Mounting these was as simple as holding up the bracket and wrenching down the bolts. The calipers were no different. Once we slid the large cross drilled and slotted rotor up on the wheel studs and the brake pads were inside the caliper, we secured it to the bracket with the necessary two bolts per side of the car.

A set of large jack stand were used to help support the rear end while there were no shocks installed. After lifting it on to our trusty transmission jack, we were able to maneuver the assembled rear end up into the wheel wells and hook up the TRZ suspension and QA1 shocks.

Then came the best part, we lowered the car to the ground and crawled around checking for any issues.. We were glad to see that our measurements were spot on and both tires were able to be mounted to the car without any chassis interference. Heck, the car was even able to roll around the shop for the first time in months!

Now our driveline is going to be ready to take the punishment of the Edelbrock/Musi 555ci that when we open the bottle on, will be making over 1,000 horsepower. Currie’s F9 rear end might be the newest kid on the block as far as fabricated housings go, but look for this rear end to make a name for itself as being both strong, durable and reasonably priced. And most importantly, give Currie a call or e-mail if you have any questions. Nobody can walk you through better the advantages of a F9 vs. a standard Currie “9” than the company themselves!


Currie Enterprises
Phone: 714-528-6957

light mount

Wednesday, November 25th, 2009
ok so my headlight and tail light mount is broken and i bought a new one but i have no idea on how to go about pulling off my old one it’s a 97 mustang any one got any ideas?

Coby Rabon posts a 5.98 Timeslip in Vegas at SCSN

Wednesday, November 25th, 2009
Gearing up for the next year and wanting to finish out the current one on a positive note makes teams strive harder to succeed and prove they are ready. This year’s Street Car Super Nationals in Vegas were no exception, with a lot of records being broken and personal bests achieved.

Ever since Coby Rabon’s Mustang rolled out the doors of Proline’s shop, we knew it meant serious business. In Thursday’s test session Rabon laid down an impressive 6.01 elapsed time followed up with a 6.001, showing he was ready to take on the competition with deadly consistency. That wasn’t the big news however, as he went out in the 2nd round of qualifying posting up a 5.98 at 243mph.

Rabon then went on to redlight in eliminations, although he still ran a 5.96 pass – what people thought would be an easy win proved to not be in the cards this weekend. Even though the outcome of the event itself was rather dismal with a red-light, Rabon went on to say, “I would like to thank Proline Race Engines for getting this package together. Our year started out a little bumpy; we wrecked in March and Alan Pittman Race Cars helped us get it back together. We feel very lucky to run as good as we have with a new combination. This is due to working with good people like Steve Petty, Hank Hill with Hooked Up and Gone Race Car Technology and all the guys at Proline that put together this amazing 670 Cubic inch motor.” I would have to agree, Coby, twin 94mm Turbos on a motor like that is insane.

Knowing what Proline has done in the past with car’s like Tim Lynch’s we know they are just getting started with this car. If the 5-second runs are impressive, just wait to see what this car can do once more passes are made and improvements are made in the necessary areas. Perhaps the crew will decide the car is deserving of a fresh coat of paint to replace the primer? Who knows, but what we do know is this is not your everyday ’07 Mustang!

SRP, a leader in aftermarket performance pistons, now offers piston skirt coating on all pistons offered in their SRP Professional piston kits. SRP piston skirt coatings help reduce friction in performance or racing applications.

Official Release:

SRP Professional Piston Kits now Include Skirt Coating

JE Pistons has announced that their popular SRP Professional Piston Kits now includes piston skirt coating at no extra charge! Every SRP Professional piston kit already includes several features used in top level professional racing engines such as a lightweight forged side relief (FSR) forgings, high quality wrist pins, and precision CNC machined ring grooves.

In addition to the advanced piston design, every SRP Professional piston kit includes a high performance JE Pro Seal Ring set. The included ring set utilizes a 1.2mm steel LS7-style top ring, a 1.5mm Napier (hooked face) second ring and 3.0mm oil ring. The SRP Professional ring package is far superior to the “cheap” ringset included with other piston kits and can provide up to 60% less wear. SRP Professional pistons and rings are compatible with nitrous and forced induction and have been dyno proven to provide up to a 12 horsepower gain and 20% weight savings over other aftermarket forged pistons!

SRP Professional Piston Feature:

  • Lightweight 4032 alloy “forged side relief” forging
  • High quality skirt coating to reduce noise, skirt wear and friction
  • Premium JE Pro Seal Ring Package
  • Up to 20% lighter than other piston kits
  • Made in the USA

Contact Information:

SRP Pistons



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