Category: Info

TREMEC® Transmissions Names American Powertrain™ 2018 Elite Performer at 2018 SEMA Show

Cookeville, TN, (November 19, 2018)American Powertrain™, an industry leader in TREMEC® transmission conversion kits for GM, Ford, Mopar and AMC, has now been named the 2018 Elite Performer by TREMEC Transmissions.  The Elite Performer Award is given to the authorized TREMEC dealer that has the number one sales volume of TREMEC brand performance products for the year. The award was presented to American Powertrain’s owner Robert Hall, at the 2018 SEMA Show by Nate Tovey Enthusiast Marketing Director for TREMEC.

American Powertrain formed in 2006, is an Elite Distributor of TREMEC aftermarket transmissions. The company has long been one of TREMEC’s top performing dealers in the world by becoming a one-stop shop for model specific overdrive transmission installation systems for classic muscle cars, trucks and hot rods.  American Powertrain’s ProFit™ transmission installation systems are recognized for their superior fit and performance. With company’s primary goal of making it easy to convert your classic car over to a modern overdrive transmission. Recognized by the company’s tag—Save The Stick, American Powertrain has grown sales by providing exceptional tech service support, top quality products and all the necessary components to install a modern, problem-free overdrive system.

TREMEC, established in 1964, began as an OE manufacturer of passenger vehicle transmissions for Ford, GM and Chrysler. The company established their performance aftermarket transmission line in the late 1990s that today includes T-5, 5-speed rear wheel drive transmissions, TKO 5-speed rear wheel drive transmissions, Magnum and Magnum XL 6-speed rear-wheel drive transmissions to retrofit early model vehicles with a late model overdrive manual transmission system. TREMEC’s aftermarket transmissions feature multiple shifter locations, a variety of gear ratio options, dual speedometer pick-ups and are available with either single or double overdrive.

 

Matt Graves, American Powertrain’s Marketing Manager, says, “This is an incredible honor to be given the Elite Performer Award. That’s quite an achievement and it speaks volumes about our staff that works tirelessly to help our customers get the right parts that achieves their goals. If you are thinking about converting to a more modern overdrive, it’s best to start with a call to American Powertrain.”

For more information about American Powertrain TREMEC transmission overdrive kits for Ford, GM or Mopar, visit americanpowertrain.com. To speak with one of American Powertrain’s highly qualified technicians, call 931-646-4836.

 

 

BaconShift 2018 Holiday Sale

It’s that time of year again for #BaconShift! Starting Nov 21st through Jan 1st. Get Free Shipping to the lower 48 on all non freight items (TKO 5-speeds ship ground for free!) Get $100 off freight charges for 6-speeds, rear ends and engines. Also any transmission order gets 3 lbs of the best bacon on earth. Benton’s Bacon out of Madisonville, TN. Phone in orders only. 931-646-4836 or you can start your quote by hitting our RFQ link here.

 

American Powertrain™ Introduces G-Body Hydramax™ Hydraulic Clutch Kit Designed for 1978 – 1988 GM G-Body Cars

Cookeville, TN, (August 16, 2018)American Powertrain™ now offers a G-body Hydramax™ hydraulic clutch kit as a true bolt-on hydraulic conversion for all ‘78-‘88 GM G-body vehicles.

For clutch modifications, the stock G-body firewall is well known for not being strong to handle clutch conversion, and often does not have the pr

oper geometry for a universal type hydraulic bracket.

American Powertrain’s Hydramax utilizes the stock brake master to locate the clutch master cylinder support bracket and ensuring a strong m

ounting location. The G-body bracket is laser cut, powdercoated and uses a tried and true Wilwood 3/4” bore clutch master for added reliability and easy mounting.

With no cutting required for install, the Hydramax Clutch Kit includes the Hydramax a hydraulic release bearing for use with a T5, TKO, T-56 a

nd Magnum 6-speed and works with American Powertrain G-body clutch pedal set for a complete manual clutch conversion.

For more information about American Powertrain’s G-Body Hydramax Hydraulic Clutch Kit or TREMEC transmission kits for Ford, GM or Mopar, visit www.americanpowertrain.com. To speak with one of American Powertrain’s highly qualified technicians, call 931-646-4836. For weekend and holiday calls, a call back service is available at 423-773-9789.

 

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ABOUT AMERICAN POWERTRAIN™

American Powertrain™ exists to help muscle car owners equip their cars with modern drivetrain technology, offering overdrive transmission systems, hydraulic clutch kits and a wide range of drivetrain related parts from diff to block. Since American Powertrain opened for business, we have quickly become the world’s largest TREMEC dealer. Our installation parts and systems are proudly made right here in America for unmatched quality. Our staff of highly experienced enthusiasts has years of experience helping car owners and builders make the right drivetrain choices.

Hoonigan’s Jon Chase Banks on American Powertrain For Shootout with Roadkill’s Mike Finnegan

The definition of a Hoonigan is a person who operates a motor vehicle in an aggressive and unorthodox manner, consisting of, but not limited to, drifting, burnouts, doughnuts as well as acts of automotive aeronautics. In effect, one who ‘hoons.’ And what an apt description for Ken Block’s business that is always one step ahead of the curve with every vehicle build, every race, every video game app, and every Gymkhana event production. Block, co-founder of DC Shoes is a professional rally driver with the Hoonigan Racing Division formerly known as the Monster World Rally Team. Over the years he has amassed an impressive team of 30+ within the Hoonigan ranks, one of which is Jon Chase, also known as Design Daddy by his fellow team mates. Jon is responsible for the company’s branding, art direction, video hosting, and most recently for talking trash with Roadkill’s Mike Finnegan.

When Chase and Hoonigan’s Garage team created the YouTube video, ”Building a 9 second street car-Jon’s Gasser,” Jon called Mike out at 10:02 with a challenge. It turns out, the two share a passion for the ’55 Chevy Bel Air.  Finnegan and his Gasser Blasphemi had long been a high-profile car in the hot rod world.  Chase discovered an abandoned project car that was under the freeway overpass, then purchased and restored his own ’55 Chevy Bel Air as a Gasser named Tri Five by Fire. Hot Rod Magazine shared the callout post on their site and social media, where it came to the attention of Finnegan.

This summer, both are making modifications to their Gassers in preparation for the shootout, and on a visit to Westech with Blasphemi, Finnegan stopped in at Hoonigan’s Donut Garage for more car talk, video production and trash talk.

As soon as Tri Five by Fire’s new engine is built, the two will schedule a shootout of epic proportions. Hoonigan fans have been wanting this to happen for some time, and are delighted. Finnegan runs a 528 Gen II Hemi that makes 900 HP at the wheel, and Chase’s goal is to run in the 9:90’s, make at least 700+ HP and be sure the car is ‘streetable.’ The engine building team at Hoonigan’s knew that to reach those goals, they would need a power adder and a bullet proof drivetrain. That’s where American Powertrain entered the picture.

American Powertrain Director of Marketing Matt Graves and Jon Chase met several years ago during Hot Rod Power Tour, and discussion ensued regarding the best possible drive train set- up for the Tri Five by Fire.

Chase says, “Originally I had restored my gasser with junkyard parts. Both my gasser and our chief creative officer’s ’72 Nova broke nearly every day on the tour.  Fortunately, Matt and American Powertrain was on the tour and with their help we were able to get the parts we needed to stay on the road. There’s no question now I have this big shootout with Finnegan that I would use anything but American Powertrain. I trust the quality, service and reliability of their products and know that Matt will steer me in the right direction to get the win. And no matter what the outcome, we still get a win with all the great exposure the callout has created.”

“It’s pretty exciting to be associated with and considered a go-to source with a company the caliber of Hoonigan,” said Graves. “We’ve enjoyed developing a relationship with this great team, and for the Tri Five by Fire, we outfitted Jon with a custom fit 6 Speed Magnum with Cryo gears to withstand the high horsepower this power adder outfitted Gasser would need to battle the likes of Finnegan’s Blasphemi. We will be following this build and upcoming race very closely.”

For more information about American Powertrain TREMEC transmission kits for Ford, GM or Mopar visit www.americanpowertrain.com. To speak with one of American Powertrain’s highly qualified technicians, call 931-646-4836.

For more information about Hoonigan, visit https://www.hoonigan.com/

Pedal Pusher: How to measure and adjust your Clutch Pedal Ratio

So you just converted your clanky old manual clutch to a hydraulic release bearing setup and you thought the pedal would be easier to operate than before. While that should be the case, it isn’t always, and that is due to geometry. Much like a brake pedal, there is a specific ratio that you need to achieve in order for the pedal to be easy to operate. For hydraulic clutch systems, that ratio is 6:1.

Manual clutches are different from hydraulics, they use a bell-crank system that increases the effectiveness of your clutch pedal. With a hydraulic system, it is all in the placement of the master cylinder push rod on the clutch pedal. The higher the pickup point is on the pedal (closer to the fulcrum of the lever), the easier it is to push the pedal. There are three key factors to this equation: pedal length, pick up point to fulcrum length, and master cylinder bore.

The bore of the clutch master cylinder is the smallest part of the equation because most clutch masters are in the 7/8” range. The bigger you go, the more effort is required to operate the master cylinder. Provided you have a 7/8” bore or smaller, the 6:1 standard is used.

To determine the ratio of the pedal, you need to do some measuring. There are two measurements you need to take: the length from the pivot (fulcrum) of the pedal to the pushrod hole (Y), and from the fulcrum to the center of the brake pedal (X). The formula is X/Y=Ratio. For example, your stock clutch pedal is 14 inches long (X), with a pickup point measuring 4 inches from the center of the fulcrum (Y). 14/4=3.5, which is 3.5:1. While this may have worked for the factory manual linkage, it is about half of what it needs to be for a hydraulic set up. In this situation, 100 pounds of foot pressure yields 350 pounds of pressure to the master cylinder. Move the pickup point up 1.75 inches, (Y measurement of 2.25”), and that same 100 pounds of foot pressure yields 600 pounds at the master cylinder.

For most applications, you can raise the pickup point by simply drilling a new hole in the pedal arm, but some cars, like GM A-bodies, use a convolute pedal design that requires welding if you want to raise the pickup point. This can be done with a ¼” tab of steel welded to the pedal in the location you want it. This process can become more complicated when you are trying to use a factory firewall hole for the master cylinder.

The sharper the angle is on the master cylinder, you run the risk of creating a bind, which no amount of pedal ratio can overcome. There are a couple of solutions for this scenario. The first is to move the master cylinder up on the firewall, decreasing the angle. This is not always possible, as the brake booster or other items that cannot be easily moved are in the way. The other option is the American Powertrain adjustable firewall mount.

The patented firewall mount allows the master cylinder to accommodate the clutch pushrod angle while being mounted above or below the pickup point on the pedal itself. Because the master cylinder is a sealed system, the angle itself does not affect the operation of the master cylinder. If you have this mount and the angle is still too great, then you have to move the master cylinder.

Here is the diagram for measuring pedal ratio. Always measure to the center of the fulcrum, pickup point, and to the center of the pedal.

This is a brake pedal, but the math is the same. On this pedal, the pickup point is 5 5/8” from the fulcrum.

The pedal measures 14 inches from the fulcrum to the center of the pedal. The math reveals this is a 2.48:1 ratio, which is ludicrously low.

To make this pedal match the 6:1 (which is also the optimum ratio for brake pedals), we drilled a new pickup point. All better.

On this 1965 Mustang, the factory clutch pedal is very close to the fulcrum, yielding a suitable ratio for the master cylinder. We were even able to use the original firewall hole.

GM A-body cars (Chevelle, Skylark/GS, 442, etc) have funky clutch pedal as shown here. If you have to change the ratio, fabrication and welding is required.

 

Written By: Jefferson Bryant

Sources:

Red Dirt Rodz
4518 Braxton Ln
Stillwater, OK 74074
405-880- 5343
www.RedDirtRodz.com

American Powertrain
2199 Summerfield Rd
Cookeville, TN 38501
1-931- 646-4836
www.americanpowertrain.com