Marc Christ
Brand Manager, Modified Mustangs & Fords
May 18, 2012

Lamotta then installed our new X-style mid-pipe from American Racing Headers, and connected it to the existing after-cat system. The kit from ARH also comes with extenders for the oxygen sensors. Lamotta then drained the oil from the transmission, and refilled it and the engine with AMSOIL fluids. This wrapped up the install. At about 1 a.m., Jake Lamotta hit the key and Superfly came to life. Though it hadn't yet been tuned, we could tell it was going to be an animal. Satisfied, we called it a night.

We reconvened on Monday and Chris Johnson of SCT Performance made the short trip across town from SCT's headquarters to Lamotta's to tune our new setup. SCT supplied us with a new X3 handheld tuner, and Johnson made the necessary adjustments to accommodate our new components. Taking into account the daily-driver status of this project, he burned one tune for everyday driving on the street and one for the track.

On the race tune, Superfly spun the rollers on Lamotta's Dynojet to a best of 428 rwhp at 6,100 rpm and 395 lb-ft of torque at 5,100 rpm--that's 68 rwhp more than the old engine on its best day, and at a usable point in the rpm range!

In the next few months, we'll sort out our input shaft issue, install the new clutch, and get Superfly out on track. We expect to break into the low-11s, only this time without the juice. We also have a couple of open track outings planned, so be on the lookout for those results as well.

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In the Clutch

Since we were now 70-rwhp higher than our best ever dyno run on the old engine, we knew that it was time for a clutch upgrade. We were using a stock Cobra clutch, and it has taken a beating. So we called Centerforce for one of its new DYAD DS twin-disc clutches. When it arrived, we were excited to say the least.

The DYAD DS is a multi-disc clutch designed to handle up to 750 lb-ft of torque, while maintaining daily-driven driveability. It offers smooth engagement, quiet operation, a light pedal feel, and an exceptional holding capacity. The only problem is that our old T-56 has a 10-spline input shaft and the DYAD that we ordered is for a 26-spline input shaft.

So when we discovered this problem, we called our main man at Centerforce, Will Baty. He informed us that he could send us a different disc, but it would be wasting our time and his. Why? He went on to say that our 10-spline input shaft would twist like a pretzel under heavy-duty driving conditions considering the output of our new engine.

So we figured we would call our friends at D&D Performance for an input shaft upgrade. Over the phone, Don Walsh Sr. asked us about the First gear ratio for our T-56. Unsure, we asked how to check it. "Remove the input shaft and count the teeth on the gear," he said. So Lamotta drained the transmission and removed the input shaft. Ours has 29 teeth.

Back on the phone with Walsh, we told him our findings. Cringing, he said "Yours has a 2.97 First Gear. If you had 31 teeth, it would mean you had a 2.66 First gear. We have 26-spline input shafts for the 2.66 First gear, but not for the 2.97 First."

Just to check, we called a few other places, including Tremec, and got the same answer. We could have one specially made, but that is expensive and time-consuming. On top of that, a simple input shaft upgrade would only remove the weakest link in the chain, and something else would fail instead.

Solution? Well, we're not sure yet, but we'll do something in the next couple of months, culminating in the installation of our new clutch and a track test. Stay tuned.

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