Car of the Week: Jeremee Compton's 1978 Oldsmobile Cutlass Supreme

Welcome to the BTE Racing Car of the Week series, where we feature BTE customers and fans, and the cars (and trucks) they love to drive and race. Today, it’s all about Jeremee Compton of Compton Bros. Racing & Garage in Columbus, OH and his 1978 Oldsmobile Cutlass Supreme (that he built with his twin brother). 

When and where was your first race?

I am 21 (22 in April) years old and first went down the track when I was 15. So I have been racing almost 7 years. I live and breathe it. So does my twin brother. We're partners on the car. My first race was at Kil-Kare in Xenia, OH. On March 27, 2008.

What model/year do you race now?

I 100% built and race a 1978 Oldsmobile Cutlass Supreme.

Does your car have a nickname?

Bad78Cutlass

What's under the hood?

12.9:1 406 SBC. Aluminum Heads. E85 Dominator custom built by my brother and I, the "Compton Bros.”

Which BTE products do you use in your vehicle?

We currently run a BTE trans Shield.

Why do you use BTE?

BTE has some of the best and affordable parts on the market.

Someone you look up to in racing?

I currently don't look up to anyone in the racing world. I like to set my own standards and goals so I feel accomplished.

If money were no object, what would you drive?

If money were no object. I would still drive my car. Except, I would build a bigger and badder power plant.

What Types Of Yokes Work Best With A Roller Bearing?

From our Frequently Asked Questions vault: "What types of yokes will work well with a roller bearing?"

Car of the Week: Dwight Moss' 1984 Buick Grand National

Welcome to the BTE Racing Car of the Week series, where we feature BTE customers and fans, and the cars (and trucks) they love to drive and race. Today, it’s all about Dwight Moss in Athens, AL and his 1984 Buick Grand National.

When and where was your first race?

I started racing in 1971 on a Shaw Rd in Athens, AL. This was the local gathering place for high school kids in the area.

What model/year do you race now?

I have a 1984 Buick Grand National. 

What's under the hood?

440 CI SBC

Which BTE products do you use in your vehicle?

I use BTE convertors and trans coolers.

Why do you use BTE?

I switched to BTE convertors and found them to be more consistent and best 60 ft. I pull for the under dog to beat the highly funded teams.

If money were no object, what would you drive?

If money was not a show stopper, a concourse restored 66 GTO (I have one) with the best suspension built and a Butler Built Pontiac 500CI motor.

2014 Wrap Up and A Look Ahead to 2015

First of all, thank you all for a fantastic 2014. It was one of our busiest years on record, and we have you — our loyal and new customers all around the world to thank for it. Speaking of global customers, we have partnered with FedEx for more cost effective shipping for those of you in Europe and Australia. We will continue to grow our international sales in the coming year and lowering shipping costs will be a big part of that. 

Our “race first” philosophy continued to be the focus of our business this year, and by continuing improvements — even small ones — we’ve been fortunate to watch BTE customers setting records, winning world championships and achieving personal bests. It’s been a joy to hear and experience each and every one of them. (By the way, if you have any you’d like to share with us, please email or post it to our Facebook page!) One of our employees even took the philosophy to heart. We were incredibly sad to lose Bubba Stanton as a BTE representative, but also incredibly proud to see him strike out in the world of racing on his own. We’re looking for big things from him in 2015.

Car of the Week: Dewayne Martin's 1972 Chevy Nova

Welcome to the BTE Racing Car of the Week series, where we feature BTE customers and fans, and the cars (and trucks) they love to drive and race. Today, it’s all about Dewayne Martin in Warrior, AL and his 1972 Chevy Nova.

How did you get into drag racing? 

My boss (Bill Cone) in my first full time job raced & went to the track with him.

When and where was your first race? 

Lassiter Mountain (1982)

What model/year do you race now? 

1972 Chevy Nova        

What's under the hood? 

406 SBC

Which BTE products do you use in your vehicle? 

Converter & planetaries

Car of the Week: Dan Gefre's 1984 Malibu "Shagwag"

Welcome to the BTE Racing Car of the Week series, where we feature BTE customers and fans, and the cars (and trucks) they love to drive and race. Today, it’s all about Dan Gefre in Coon Rapids, MN and his 1983 Malibu Wagon. 

How did you get into racing?

Growing up, my grandpa was always building something fast or cool.

When and where was your first race?

I was 18 when I made my first pass in 2005. Brainerd International Raceway’s Wednesday Night Street Drags.

What model/year do you race now?

I bought my current car in 2006. It was stock. It is a 1983 Malibu wagon.

Does your car have a nickname?

The Shagwag 

Which BTE products do you use in your vehicle?

I bought a BTE 1.69 glide last summer.

What's under the hood?

I’ve had a ton of combos over the years but now it has a 409SBC with a billet wheeled 76mm turbo. I haven't run it much but so far at 15lbs of boost I've gone 8.81 @155. I can't run a boost controller in my class, and my car tends to wheelie. That's why I wanted the 1.69 first gear.

Why do you use BTE?

I'm really happy with the quality.

Car of the Week: Martin Lambert's '75 Chevy Monza

Welcome to the BTE Racing Car of the Week series, where we feature BTE customers and fans, and the cars (and trucks) they love to drive and race. Today, it’s all about Martin Lambert in Everett, WA and his 1975 Chevy Monza. 

How did you get into drag racing?

I started with a mini tub and adding a mild 350, then wondering how fast it was.

When and where was your first race? 

1994 at Seattle International Raceway (Pacific Raceways) in Washington state

What model/year do you race now? 

1975 Chevy Monza that I've owned since 1984

Does your car have a nickname? 

Taz

Cooling Strategies For Racing Transmissions And Why It's So Important For Your Car

It is unusually cold in Mississippi today (actually, its the coldest day on record since the 1880s), but before we know it, the temps will be up in the 80s and it will be full steam ahead on the racetracks again. This is a great time to consider the strategies available to keep your racing transmission cool when the warm weather returns next year.

Excessive heat kills transmission and torque converter components. While it is well established and widely understood, we are often asked about the best ways to manage this problem.

Last month, our friend and 2014 NHRA Super Gas world champion Luke Bogacki did a great writeup on his experience with transmission temperatures in throttle stop racing scenario. You can see that on his public Facebook post here. In his testing, he found that elapsed times would vary greatly as transmission temperatures rose above normal operating temperatures. We have found this to be the case as well in our testing and feedback from other customers. 

Car Of The Week: Keith Grubaugh, Jr.'s 1969 Chevelle

Welcome to the BTE Racing Car of the Week series, where we feature BTE customers and fans, and the cars (and trucks) they love to drive and race. Today, it’s all about Keith Grubaugh, Jr. in St. Johns, MI (where he must be freezing today!) and his 1969 Chevelle. 

How did you get into drag racing? 

Just went to the track and watched.

When and where was your first race? 

Stanton, MI 

What model/year do you race now?

1969 Chevelle

Does your car have a nickname? 

The Other Woman

Car of the Week: Lucas Walker's 1993 Ford Mustang

Welcome to the BTE Racing Car of the Week series, where we feature BTE customers and fans, and the cars (and trucks) they love to drive and race. Today, it’s all about Lucas Walker and from Mayfield, KY and his zippy 1993 Ford Mustang. 

When and where was your first race? 

Northwest Tennessee Motorsports Park in Gleason, TN.

What model/year do you race now? 

1993 Ford Mustang

Car of the Week: Anthony Rodgers' 1964 SS Malibu

Welcome to the BTE Racing Car of the Week series, where we feature BTE customers and fans, and the cars (and trucks) they love to drive and race. Today, it’s all about Anthony Rodgers and the 1964 SS Malibu that he likes to call “Ole Rusty.”

How did you get into drag racing?

I got into drag racing through a couple of a avenues, one being my father taking my brother and I to the Autolite Nationals at Sonoma as kids every year for 10-plus years. And second through my uncles having muscle cars when I was a kid.

When and where was your first race?

First race in a drag car would have been the Streetcar Takeover at Tulsa Raceway Park.

What model/year do you race now?

The car is a 1964 SS Malibu that was built in Kansas City.

Does your car have a nickname?

I call the car ‘Ole Rusty.

Car of the Week: Wheel Stand Tournament Winner, Derek Lewis' 1970 Nova

Welcome to our Car of the Week series, where we feature BTE customers and fans, and the cars (and trucks) they love to drive and race. We’ve taken a small break from the series, but we’re back today with the winner of our recent [epic!] Wheel Stand Tournament. It was a hard-fought battle, and Derek Lewis was grand prize winner with a massive amount of support. Here’s his story, and his car.

How did you get into drag racing?

Hanging around friends in high school.

When and where was your first race?

Texas Raceway

What model/year do you race now?

1970 Nova

Does your car have a nickname?

"Ole Red," but most people know me or my car by 582nova.

What's under the hood?

Morgan & Son racing engine 572 BBC

Index of Tech Tips, Troubleshooting and Practical Information from BTE

Ever thought, "I wish BTE would compile a full list of all the technical information they've put up on their blog in one post, so it's easy to access and find?" Well, today is your day. From torque converters to exploding bellhousings, we've indexed all the technical content we've posted over the years. As we create more, we'll add them to the list so all you have to do is bookmark this post and check it periodically. Thanks for reading!



Torque Converters

Practical info on the decision to use a bolt-together torque converter

Official Instructions On Installing BTE Torque Converters & Transmissions

Transmissions

Cooling Strategies For Racing Transmissions And Why It's So Important For Your Car

How Often Should You Change Transmission Fluid in a Racing Automatic Transmission?

Tech Tips and Troubleshooting for High Performance Transmissions: Under Pressure

What You Should Look For In A Planetary Gear Set

BTE Racing Transmissions: Tips from the builders

What Types Of Yokes Work Best With A Roller Bearing?

How To Tell If Your Transmission Pump Stator Is Broken Or Spun (And What To Do If It Is)

Powerglide band adjustment tips

The Difference Between Powerglide Bands And When To Use Each Type

When should you upgrade to eight (8) or ten (10) clutches in your powerglide transmission?

What are the limits of a factory, stock or OEM powerglide case in a racing application?

Transbrake Issues

Why is your car moving forward or rolling when applying the transbrake in your powerglide?

Transbrake solenoid tips and troubleshooting

Valve Bodies

Technical Info and Troubleshooting for Valve Bodies

Safety

Why You Should be Using SFI-Tested Bellhousings and Transmission Cases

Miscellaneous

4 Tips To Help You Get The Most Out Of Our Tune-Up Services

BTE Racing Transmissions: Tips from the builders

When building your own racing transmission, there are some absolute rules and tools for a successful assembly.

• The right parts.
• Strong, reliable components that are designed for high performance applications by companies like BTE. Always research the company's history and experience with racing transmission design and manufacturing.
• The right process.
• A great resource for learning the step by step of a powerglide assembly is Carl Munroe's excellent guidebook
• The right tools.
•  Snap ring pliers, torque wrenches, sockets and a good hammer should always be in arm's reach at a building table.

We asked our veteran transmission builders what are some of the tricks that fit between these three foundations that make their jobs easier and the results more successful:

1. Cleanliness counts! A clean work area and clean parts should be the priority. Any amount of dust, grime, metal shavings, or even hair can cause a moving valve to stick or drag. At BTE, we wash parts in a hot steam pressure washer and also uses solvents and media blasters when required.  
2. Design a workspace that is comfortable and accessible. A work table that requires you to bend over or reach too far can be a headache (or a backache).  Good, clean lighting is also a must for seeing details on component parts and for making difficult part installations go more smoothly.
3. The "right" tools for the job are critical, but having a few *extra* tools doesn't hurt.  A lathe for machining pistons, seal installers, ring compressors, an air compressor for testing seals, and a dyno testing machine for trouble shooting are used by our builders every day to help with the perfect assembly. 
4. Don't forget the assembly lube! A small amount of grease is required for many seal and other component installs. We like Life Automotive's Trans Prep. 
5. Think outside the "box."  When troubleshooting, always consider the external forces at work on the automatic transmission. From the electronics to the differential and tires, the automatic gearbox is affected by any out of the ordinary operation from its mated component systems. 

We encourage more racers to manage their own transmission building and service. It's a rewarding (and potentially money saving) experience. Have any suggestions of your own? Please post them to our blog! 

Tech Tips and Troubleshooting for High Performance Transmissions: Under Pressure

BTE recommends that every racer monitor their transmission's line pressure and regard it as important as the oil pressure in their race engine. Automatic transmissions rely on the pressurization of their internal systems to operate properly in each gear range. Forward, reverse, and gear shift quality are largely dependent on the level of hydraulic pressure regulated by the transmission.

• In a race-prepped powerglide transmission, BTE recommends at least 210 to 255 PSI in all gears. These circuits can be measured at the transmission servo port and the reverse port. The increased pressures can be achieved by installing a stronger spring in the valve body's pressure regulator or by installing a complete valve body kit, like BTE's Top Sportsman valve body. Higher pressure reduces shift lag and helps maintain friction clutch pack life.
• The cooler circuit should also be measured. In a powerglide, most setups should see anywhere from 45 to 100 PSI. This will vary depending on the input shaft, pump, and converter combination.
• Transmission line pressure testing is also a great way to diagnose the internal condition of a transmission. Inconsistent pressures or lower than expected pressures can indicate an internal leak or broken seal. If pressures are slow to build when the engine RPMs are increased, this may also indicate a worn or failing pump. We recommend using the BTE high volume pump for more consistent oil pressures. As pressure varies, the car's performance will be inconsistent.  For a bracket racer, this is an essential test to perform on an ongoing basis.

Consistent and high hydraulic pressure will keep your high performance racing automatic transmission going strong weekend after weekend. As always, contact us for specific recommendations for any custom racing transmission configuration.

What We're Known For: BTE Racing Transmissions

Automatic racing transmissions operate in much different conditions than their street driven relatives. Racing units are designed and built to have much firmer shifts via high hydraulic pressure, the gears and shafts are made from steel developed by the military and space industries and the valve bodies are reconfigured to allow transbrake or second gear launches.

The minimum requirements for today's high power race engines means that very few of the original OEM components are used in a modern racing transmission. In fact, our Top Sportsman powerglide transmission uses no OEM components - from the input shaft to the output shaft, every major component is new and designed entirely for drag racing usage.

By the Numbers: BTE Valve Bodies

Today we get down to the numbers that matter when it comes to our valve bodies
.

250 

Transmission line pressure (in PSI) when using BTE's Top Sportsman powerglide valve body

55C

Hardness of BTE's transbrake valves on Rockwell scale after heat treatment

50

The percentage of weight savings when using any BTE aluminum valve body compared to OEM castings

3 & 2

The speed setup options available with BTE's TH400 billet valve body

.400

BTE's Pro and Top Sportsman valve bodies optimization for the fastest Pro Tree reaction

Technical Info and Troubleshooting for Valve Bodies

The valve body controls the operation modes in an automatic transmission. It is a complex assembly of channels, valves, separator plates, springs, and gaskets.

Tips for maintaining the best possible operation:

• Keeping the entire transmission clean and free from contamination. Replace your filters regularly. In the event of torque converter or other component failure, be sure to disassemble the entire valve body and clean thoroughly. Any amount of debris can cause valves to jam or wear prematurely.
• Always run a transmission cooler or radiator. Excessive heat can cause valve clearances to become too tight or too loose creating wear or leaks.  
• Two piece valve bodies should always be properly torqued to each other and to the transmission case to ensure proper sealing. Check with your valve body manufacturer for correct torque specifications.
• Valve bodies that contain internal pressure regulator springs need replacement over time.  Pressure levels may drop after many cycles of usage (which cause the springs to weaken).

For more powerglide transbrake valve body trouble shooting, check out three of our previous tech posts on this blog: 

• Why is your car moving backward when applying the transbrake in your powerglide? 
• Why is your car moving forward or rolling when applying the transbrake in your powerglide?
• Transbrake solenoid tips and troubleshooting

What We're Known For: BTE Racing Valve Bodies

Continuing our profiles of our signature racing products, this week we are focusing on valve bodies.  BTE manufactures a number of all new billet aluminum valve bodies for powerglide and TH400 transmissions, a new cast powerglide valve body, and we also modify OEM units for high performance usage.

How They Work

Infographic: Torque Converters By the Numbers

What Goes Into the Design and Manufacturing of a BTE Torque Converter?

As we mentioned before, every racing torque converter built today (even the $8,000.00 billet aluminum lock ups used in Pro Mods) has its designs rooted in an OEM torque converter.

The popular 8" torque converter is based on design from Opel that is more than 30 years old, and the popular 10" 258mm and 265mm billet converters are based on designs used by Cadillac for its Northstar series vehicles. 

Using these platforms as a core, we build upgraded component parts that increase strength and modify the torque multiplication and stall speeds. 

How do we do that?

• CNC machined covers or fronts are made from 8620 steel or 6061-T6 aluminum. The higher grade materials increase the strength of the converter and eliminate "ballooning" which can occur when stamped steel front covers are used.  


• The individual fins or blades within the torque converter primary pump and turbine are furnace brazed. This process bonds the metal components together and prevents breaking of the blades.


• The stator assemblies in most OEM converters contain aluminum castings and simple spring based roller clutches. These are upgraded with billet steel stator assemblies with upgraded multi cam sprags, mechanical diodes, or solid spragless slugs.  


• OEM input shaft splines are cut out with CNC precision and new heat treated splines are welded into place.


• The torque converter is reassembled with the upgraded component parts, endplay and runout are checked after welding, and a final balance test using a computer balancer makes sure the torque converter will run without any vibration.


• A final multi point inspection by three specialists ensures the torque converter is built to our racing specifications and is ready for painting and shipment.

Some Prominent Racers Using BTE Torque Converters in Their Cars

While we could go on all day about what makes our torque converters the best in the industry, it’s really our customers that give us the feedback we need to continue improving.

Here are just a handful of the racers that trust BTE with their racing vehicle's torque converter that you may have heard of:

Luke Bogacki

Luke Bogacki, professional drag racer, NHRA World Champion and NHRA Division 7 Super Comp Champion.

Scotty Richardson, drag racing instructor, Schooled By Scotty.

Todd Ewing, owner of Huntsville Engine and drag racer.

Brad Plourd, successful drag racer, multiple NHRA national event champion.

Buddy Ferrell, prominent racer, owner of Ferrell Transmission Service.

Tom Williams, NHRA Division 5 heavy hitter in Top Dragster and Super Comp and respected transmission builder.

Lucas Walker, dominant Kentucky racer and race car builder.

Jamie Hancock, world record holder for drag radial pass, who credits BTE’s torque converter as one of his keys to that 4.093-second pass.

Daniel Rollison, Gulf Coast racer who's won more big money bracket races than most people have fingers and toes.

901 Bad Boyz / GYS Racing, National Grudge Racer of the year from 2013.

Stig Olsson, of Slingshot Racing in Europe, European record holder. 

Jared Pennington, hugely successful footbrake competitor.

Kenny Hubbard, record-setting racer in the popular radial classes, and transmission builder for the Houston area.

Frank Hawley, NHRA World Champion, owner of Frank Hawley’s Drag Racing School. 

What We're Known For: BTE Racing Torque Converters

During the course of the next several weeks, we are going to highlight some of our most popular products. We'll show you how they're made, why they stand out and feature some of our favorite racers using these products every weekend in their cars.

We recently gave away a torque converter to Derek Lewis, winner of our first social media Wheel Stand Tournament. There's a reason we chose this BTE product: It's one of our best and most popular items, and most importantly, it really does help people win races. Just ask Jamie Hancock, among others.

What is it and how does it work?
A torque converter multiplies torque and acts as a fluid coupler. It is a complex assembly of stamped, machined and welded steel. (A great beginners guide to the operation can be found here.) In racing and high performance, we rely on the foundations set by the automotive manufacturers. Every race torque converter today and since the beginning has been based on a torque converter originally developed by General Motors, Ford, Toyota, and others.

Car of the Week: Nat Farrar's '72 Chevy Rally Nova

Welcome to our Car of the Week series, where we feature BTE customers and fans, and the cars (and trucks) they love to drive and race. This week, we return to our feature with the runner up in our recent [epic!] Wheel Stand Tournament which took place over several weeks. It was a hard-fought battle, and Nat Farrar of Tullahoma, TN was the second place winner with a massive amount of support. Here’s his story, and his car.

How did you get into drag racing?

Got into bracket racing though a friend back in 1996.

When and where was your first race?

My first race was in Huntsville, AL when George Howard ran the track.

What model/year do you race now?

I have a 1972 Chevy Rally Nova.

BTE's Facebook Wheel Stand Tournament Details

If you follow us on Facebook, you might have noticed we're doing something a little different. Something fun. Something a little bit like racing. We're having a tournament to see which of our fans' wheel stand photos have what it takes to win them a BTE torque converter or BTE-manufactured product of equal or lesser value. 

Here's the tournament structure:
1st round: Start with 64 wheel stand entries, which will be put into groups of 4 in 16 first rounds. Those 16 winners will move on. Round 2: 16 Wheel Stands will compete again in groups of 4 to get to our Final 4! Round 3: Those Final 4 will compete in groups of 2 to find our finalists. Final Round: Two finalists battle it out for the grand prize (a BTE torque converter or BTE product of equal or lesser value). 

We’ll post 2 first rounds a day (for a total of 8 days, skipping weekends and Labor Day). The we’ll post one bracket a day for the remainder of the tournament until we have our winner. See the line up below.

How will we do it? We'll post a status message with the name of the round's contestants and post their photos in the comment section. The photo with the most LIKES in 24 hours will move on!

Here are the current entries and what days they'll be in the first round. We'll update the details as rounds finish and we know who'll be moving on.

Car of the Week: Anthony Zangari's '95 Camaro Z28

Welcome to our Car of the Week series, where we feature BTE customers and fans, and the cars (and trucks) they love to drive and race. Today, the spotlight is on Anthony Zangari's 1995 Camaro Z28 out of Syracuse, NY.

How did you get into drag racing?
I got into drag racing after having a genuine interest in fast cars and wanted to do it in a legal and safe manner at a local track.

When and where was your first race?
My first race was at a local track about 15 minutes from my home (ESTA Dragstrip) in 2001, street money class.

What model/year do you race now?
1995 Camaro Z28

Does your car have a nickname?
The Black Rabbit

What's under the hood?
434ci SBC built by Scott Shaffiroff Racing.

Which BTE products do you use in your vehicle?
I use a BTE Powerglide transmission with pro brake.

Why do you use BTE?
I chose BTE for my trans after several local veteran racers recommended BTE products.

Someone you look up to in racing?
My friend Steve who built the car. Not only is he an excellent racer, he also always makes time to help with any issues at the track my car may be having.

If money were no object, what would you drive?
I enjoy the class I’m in for now (footbrake). If I desire to move up I will. It’s all about having fun, and right now I am doing just that.

What is your pre-race ritual (if you have one)?
Playing some old school Metallica on the way to the track always seems to hype me up.

Car of the Week: Kathy Porter's Fritz RED Dragster

Welcome to our Car of the Week series, where we feature BTE customers and fans, and the cars (and trucks) they love to drive and race. While we've had many a make and model, today is a first for this series: a woman! Give a warm welcome to Kathy Porter of Kimball, Nebraska and her Fritz RED dragster.

How did you get into drag racing?  
My son started driving a Jr. Dragster in 1995 when he was 12, the 2nd year that NHRA had the program. After he ran for a few years, I had so much fun with the Jr. program that I wanted to drive myself.

When and where was your first race?
Douglas Motorsports Park, Douglas, Wyoming, in June, 1998.

What model/year do you race now?
I have a Fritz RED dragster. I purchased the car from Milt Gedo, who was a former Super Comp champion and was then racing at Bandimere Speedway. I was told that the car had been originally built for Jerry Fritz as his personal car, but then sold when he didn't have time to race it.

Does your car have a nickname?
We just call it 'The Dragster.'

What's under the hood?
545 Ford, injected with E98 Ethanol

Which BTE products do you use in your vehicle?
The car came with a BTE transmission and that's what I have continued to use. We use BTE parts whenever we rebuild and it has a BTE valve body and transbrake. We also use a BTE torque converter.

Why do you use BTE?
The customer service and quality of the parts. BTE was the only transmission builder that would talk to me about the correct converter to use with a big block Ford (and I called all of them).

Someone you look up to in racing?
Melanie Troxel, Karen Stouffer, Gary Scelzi, Alan Johnson

If money were no object, what would you drive?
Probably the same car I am driving now, only I wouldn't have to worry about hurting parts! I race in Super Pro bracket, sometimes using a throttle stop and I really enjoy the class.

Car of the Week: Ian Dunaway's 1963 Falcon

Welcome to our Car of the Week series, where we feature BTE customers and fans, and the cars (and trucks) they love to drive and race. Today we're spotlighting Texan Ian Dunaway and his 1963 Falcon.

How did you get into drag racing? 

I was very fortunate to get into drag racing at the very young age of 8 years old running Junior Dragsters with my Dad and Mom! They took me to Texas Raceway where they have a Jr. Dragster School for beginners to find out if I liked it, and I knew at that time this was my sport. My dad and my grandpa race as well, so having three generations of racers in the family is kinda cool.

When and where was your first race? 

My very first race in a big car was driving my dad’s rear engine dragster running 4.79 @ 142 mph at Wichita Falls, Texas where I had a R/U finish, losing by only .0002 in the final as my competitor and I had the exact same reaction time and ran dead on the dial to the .001 of a second.

Why You Should be Using SFI-Tested Bellhousings and Transmission Cases

Racing transmissions are pushed to the limits of their largely OEM-based designs by engines that are four to 10 times stronger than their original engineers had intended. Over the last four decades, we've increased the strength and durability of all the driveline components, however, as it is often said: "anything can happen in racing."

The unexpected release of so much energy transmitted through the driveline cannot be understated. The result of a malfunction can, in some scenarios, explode the drums or flexplates of a racing car into dangerous shrapnel (see above).

Therefore, the sanctioning bodies rely on the SFI foundation to provide safety guidelines to protect both the racers and the spectators.  

Just above, you can see the successful results of our Powerglide transmission housing after a drum and flexplate test explosion. A modified high gear drum and flexplate were spun at more than 10,000 RPM until they separated. 

The bellhousing and case both remained intact. Shields and blankets also provide similar protection. BTE strongly recommends using some sort of SFI approved safety system in any racing driveline.

Car of the Week: Poul Anchersen's '78 Cadillac Coupe de Ville

Welcome to our Car of the Week series, where we feature BTE customers and fans, and the cars (and trucks) they love to drive and race. Today we're continuing our week of appreciation for our international customers and bring you Poul Anchersen's 1978 Cadillac Coupe de Ville all the way from Denmark.

How did you get into drag racing? 

I have always had a passion for U.S. cars, and my first favourite model was a ’66 Chevelle. Bought my first American car when I was 17 (here in Denmark you need to be 18 to get a driver’s license), and it was a ’66 Chevelle Coupe with a 396 big block. And because of the big block I soon found that I had to try it on a track.

When and where was your first race? 

I tuned my Chevelle some, and got it to run 12.10 in 1998, then I bought at race chassis (also a ’66 Chevelle) and with the same engine and transmission I ran 10.70. This was in 1999 and 2000.

Why choose a bolt together torque converter?

The most commonly blamed component in a racing car for failure or inconsistency is the torque converter. We can't see inside it to diagnose or analyze without cutting it open, the design is very complex, and to reassemble, a specialized welder and balancing machine is needed. Compare this to taking the bowls off a carburetor - 4 screws, or removing a valve cover - 4 to 6 nuts.

Therefore, the tendency to point fingers at a torque converter being the source of your race car's problems isn't illogical. But new advances in torque converter construction can eliminate this guesswork.

A bolt together torque converter allows the user to open, inspect, service, and in most cases adjust the stall speed of the unit. BTE utilizes CNC-machined component parts that allow for interchangeable pieces for service and adjustment in the field. And while the upfront cost of these units is higher than a traditional weld up torque converter, the reduced cost of annual service will be realized in a season or two. Contact BTE for more information about a bolt together torque converter for your racing vehicle.

Car of the Week: David Clapp's '65 Chevy II Nova

The novas are back! Welcome to our Car of the Week series, where we feature BTE customers and fans, and the cars (and trucks) they love to drive and race. Today we find out about seasoned racer, David Clapp's '65 Chevy II Nova.

How did you get into drag racing?

My older brother was a mechanic and drag racer.

When and where was your first race?

Sometime around 1977, but don’t remember where.

What model/year do you race now?

1965 Chevy II Nova

What's under the hood?

421 Small Block Chevy with 14 degree heads, and a Terminator fuel injection on a Hogan’s sheetmetal tunnel ram.

Transbrake solenoid tips and troubleshooting

Racing transmission transbrakes rely on tightly wound electric solenoids to activate and release. These tiny mechanisms are actually the same used on bomb deployment systems for air force bombers! Because of their precision design, nature of construction, and the high stress environment in which they operate, they can be hard to diagnose or understand when things don't seem to be working correctly.

• Ensure that you have a proper ground.  Grounding to the chassis or directly to the battery is preferred. Do no ground the solenoid to the transmission case. There is some evidence that the grounding of the solenoid to the case can cause electrical arcing within the planetary gears.
• Excessive transmission temperature can affect the solenoid operation. Always monitor your fluid temperatures, and if they rise above 200 degrees during normal operation, investigate and resolve these high levels.
• The solenoid contains moving pieces and should periodically be removed and cleaned with high pressure air to remove debris.
• Check battery voltage levels. Also, check voltage of wires leaving any delay boxes or other devices that may be between the battery and solenoid.
• If the transbrake solenoid seems to be weak or releasing early, try adding small shims between the solenoid and transmission case. We have seen some variance in the dimensions of aftermarket and OEM cases, as well as valve body castings. If the solenoid is too "close" to the valve body and the brake valve pushes the solenoid plunger out too far beyond its effective area, the electromagnetic force cannot overcome the fluid pressure behind the brake valve.  

As always, please comment or contact us if you have any questions regarding your transbrake solenoid.