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1) Not really a whole big bunch to tell. Our trucks were all street open class units. Drive in off the road, staged and run. We had several in the 12's, a few more 13's, and whole host of 14 second trucks. Most were Dodges, using the factory gearsets (almost always 3.55s, 2003 and up used 3.73s). The standards all used South Bend clutches and that was all the upgrade required to the NV4500/NV5600. The automatics were mostly Kondolay built 48REs, although we did have a couple guys who preferred the ATS stuff.

Before I shut down the business, I'd just started on plans for a 10 second 66 Dodge D100 conversion, but was running into snags with the transmission section. There simply weren't any drag racing transmissions that could handle the kind of torque we were going to be putting down to the ground. Oddly enough, we were going to be stuck using something like an Aisin, which I think would have cost us an easy second.

2) Those are 10" Corporates up front, 11" in back. Or maybe 11" up front and 12 in back (I can never keep it straight). Weaker than the Dana 70 front and 70/80 hybrid they replaced. Not bad gearsets, but I wish they'd went back to Dana. They could shrink the housing sizes back down again.

3) 17" rims are rediculous. I understand the idea, as bigger rims generally equals less tire wear. But why not go with something already in use? 19" rims for example. On a dually, you still can't buy a good mud tire in 17" diameter. You need to buy new rims.

4) Usually cramming on the brakes and bringing boost to 10 lbs or so (depending on the turbocharger setup in use), then releasing the brakes and hitting the go pedal. The brakes are usually strong enough to hold the diesels back. After take off and through the first gear change, some shift out of 4WD, at least the guys with the full time hubs. The guys with central axle disconnect are stuck in 4WD for the run.

5) Hurst used to make a shifter called Lightning Rods, which are just like you describe. Trans independent, they were available for most anything.

Rod

<blockquote data-quote="DiamondSCattleCo" data-source="post: 167040" data-attributes="member: 836">1) Not really a whole big bunch to tell.&nbsp; Our trucks were all street open class units.&nbsp; Drive in off the road, staged and run.&nbsp; We had several in the 12&#039;s, a few more 13&#039;s, and whole host of 14 second trucks.&nbsp; Most were Dodges, using the factory gearsets (almost always 3.55s, 2003 and up used 3.73s).&nbsp; The standards all used South Bend clutches and that was all the upgrade required to the NV4500/NV5600.&nbsp; The automatics were mostly Kondolay built 48REs, although we did have a couple guys who preferred the ATS stuff.Before I shut down the business, I&#039;d just started on plans for a 10 second 66 Dodge D100 conversion, but was running into snags with the transmission section.&nbsp; There simply weren&#039;t any drag racing transmissions that could handle the kind of torque we were going to be putting down to the ground.&nbsp; Oddly enough, we were going to be stuck using something like an Aisin, which I think would have cost us an easy second.2) Those are 10&quot; Corporates up front, 11&quot; in back.&nbsp; Or maybe 11&quot; up front and 12 in back (I can never keep it straight).&nbsp; Weaker than the Dana 70 front and 70/80 hybrid they replaced.&nbsp; Not bad gearsets, but I wish they&#039;d went back to Dana.&nbsp; They could shrink the housing sizes back down again.3) 17&quot; rims are rediculous.&nbsp; I understand the idea, as bigger rims generally equals less tire wear.&nbsp; But why not go with something already in use?&nbsp; 19&quot; rims for example.&nbsp; On a dually, you still can&#039;t buy a good mud tire in 17&quot; diameter.&nbsp; You need to buy new rims.4) Usually cramming on the brakes and bringing boost to 10 lbs or so (depending on the turbocharger setup in use), then releasing the brakes and hitting the go pedal.&nbsp; The brakes are usually strong enough to hold the diesels back.&nbsp; After take off and through the first gear change, some shift out of 4WD, at least the guys with the full time hubs.&nbsp;&nbsp; The guys with central axle disconnect are stuck in 4WD for the run.5) Hurst used to make a shifter called Lightning Rods, which are just like you describe.&nbsp; Trans independent, they were available for most anything.Rod</blockquote>

[QUOTE="DiamondSCattleCo, post: 167040, member: 836"] 1) Not really a whole big bunch to tell. Our trucks were all street open class units. Drive in off the road, staged and run. We had several in the 12's, a few more 13's, and whole host of 14 second trucks. Most were Dodges, using the factory gearsets (almost always 3.55s, 2003 and up used 3.73s). The standards all used South Bend clutches and that was all the upgrade required to the NV4500/NV5600. The automatics were mostly Kondolay built 48REs, although we did have a couple guys who preferred the ATS stuff. Before I shut down the business, I'd just started on plans for a 10 second 66 Dodge D100 conversion, but was running into snags with the transmission section. There simply weren't any drag racing transmissions that could handle the kind of torque we were going to be putting down to the ground. Oddly enough, we were going to be stuck using something like an Aisin, which I think would have cost us an easy second. 2) Those are 10" Corporates up front, 11" in back. Or maybe 11" up front and 12 in back (I can never keep it straight). Weaker than the Dana 70 front and 70/80 hybrid they replaced. Not bad gearsets, but I wish they'd went back to Dana. They could shrink the housing sizes back down again. 3) 17" rims are rediculous. I understand the idea, as bigger rims generally equals less tire wear. But why not go with something already in use? 19" rims for example. On a dually, you still can't buy a good mud tire in 17" diameter. You need to buy new rims. 4) Usually cramming on the brakes and bringing boost to 10 lbs or so (depending on the turbocharger setup in use), then releasing the brakes and hitting the go pedal. The brakes are usually strong enough to hold the diesels back. After take off and through the first gear change, some shift out of 4WD, at least the guys with the full time hubs. The guys with central axle disconnect are stuck in 4WD for the run. 5) Hurst used to make a shifter called Lightning Rods, which are just like you describe. Trans independent, they were available for most anything. Rod [/QUOTE]

Verification: What city in Missouri has a big arch?