Rear End-

Axle Assembly 

MWC Break In Procedure

Pinion Angle 

Identifying Housing Ends 

How To Properly Measure For Axle Fitment 

Powertrax Grip Pro Details

Strange S-Trac Details


T-56 Driveshaft Seal To Center Measuring Location (Actual Image)

T-56 Driveshaft Specific Measuring Instructions

Typical Transmission Driveshaft Measuring Instructions

Steering & Brakes-

Bumpsteer Install Instructions

82-02 Manual Master Cylinder Install Instructions

4th Gen F-Body Parking Brake Star Wheel Adjuster Exploded View

Steering Shaft Install

Suspension & Shocks/Struts

ARB Instructions

93-02 F-Body Front Clevis Upper Install 

82-02 F-Body Rear Clevis Upper Install

Shocks & Struts-

Viking Warrior Double Adjustable Shock Tuning

Viking Crusader Double Adjustable Shock Tuning

How to Measure Shocks For Ride Height

Strange Double Adjustable Shocks 

Menscer Motorsports Shock Ordering Template

Drag Racing Spring Rate Chart (non-IRS applications)

93-02 F-Body Viking Coil Over Stud Upper Mount View

93-02 F-Body Strange Front Coil Over Assembly Diagram

Parachute & Safety-

Stroud Safety 

Packing Stroud Parachute 

Stroud Safety Information

Window Net Measuring

Fire Suppression System Installation Instructions

Seatbelt Installation Guide

Parachute Care And Washing Instructions


Torque Specs


Q: What should I do if the car hooks then spins? 

A: Typically, this is a result of the rear shocks set too soft on extension and too soft on compression. The suspension generates more leverage/hit to the tires than the shocks are set to control. The result is the tire gets flattened, wound up, hooks but bounces and unwinds therefore losing traction (Hook, spin, hook).

Q: What should I do if I spin as soon as the car launches? 

A: Soften the extension on the front shocks to promote additional weight transfer and soften the extension on the rear shocks to hit the tires harder. This will generate more traction.

Q: What should I do if my car spins the tires down track? 

A: Soften the compression of the rear shocks. Double check the spring rate and make sure the spring rate on the car is correct. If the springs are too stiff, the car may be riding on the bumps of the track.

Q: How many clicks should I turn the shock when I want to make a shock change? 

A: Usually, 3-4 clicks will be enough to make a change the car will recognize.

Q: Since installing my power adder, I seem to get more tire shake. How can I fix this problem? 

A: Tire shake is a function of the suspension moving with more force than the shocks are adjusted to “dampen”. To make an adjustment, stiffen the rebound first, then stiffen the compression to help hold down the tire once it gets applied. The goal is to match the damping values with the level of force/energy passing thru the shocks.

TIP: When setting ride height, start with the shaft 1/2 way in/out. Fine tune from there. Be sure to guard against shocks bottoming out. If the installed height of the shock is too short, and the piston (on the end of the shock shaft) hits the base valve (at the bottom of the shock), damage will result.

TIP: When choosing rear springs, it is suggested to choose the softer option. A softer spring rate will typically be more consistent over a range of starting line conditions.

Gear Ratio Formula: ET x MPH= XXXX     If Higher Than 1320 You Need More, If Lower You Need Less. 

Effective Gear Ratio: (Original Tire Diameter / New Tire Diameter) x Gear Ratio = X.XX

Fluid Weights: (Oil) 1-Gal= 7.0lbs 1Qt= 1.75lbs      (Gas) 1-Gal= 6.2lbs 1Qt= 1.55lbs      (Water) 1Gal= 8.4lbs 1Qt= 2.10lbs

1/4 To 1/8 Or 1/8 To 1/4:   1/8th Mile ET x 1.5832= 1/4 Mile ET          1/4 Mile ET / 1.5832= 1/8 Mile ET