Here is a question for you serious Street Outlaw racers.

How can you win an event if you can't get through 4 rounds of competition without breaking?

Obviously the answer if "you can't". Breaking parts has always been part of drag racing. There isn't a part made that a good drag racer can't eventually break. For instance, we know that a 9" Ford rear end is stronger than the Ford 8.8" rear end. The 9" is pretty much a standard on hot Mustang racers. But the Top Fuel dragster racers use a 12" rear end. They would break the 9" stuff on every run. In drag racing, you have to upgrade parts so as to minimize breakage for your particular class and level of performance.

Serious Street Outlaw racers don't mind installing stronger parts if they feel that the reliability of these parts will offset the added expense, and usually added weight. You don't see many serious Mustang racers using the stock 28-spline axles. Most install the heavier 31-spline or even 33-spline axles. It's more weight, but the reliability factor is worth it.

This "added weight" factor needs to be addressed. Did you know that the Ford SVO 4-bolt block (Part #: M-6010-A4) is 40 lbs heavier than the stock thin wall hydraulic roller 302 block? Racers have no problem accepting this extra weight because they know that the A4 block is much stronger than the stock block. Stronger means more power potential without the risk of bottom end failure. Less failure means a better chance of winning, etc, etc.

When you think about it, "stronger" almost always means "heavier". We use stronger and heavier components because we have to. No one seems to have a problem with this fact.

Or do we?

For the last several years, there has been a rumor in the Street Outlaw ranks about reliability problems associated with the Ford C-4 automatic transmission. Some of the guys putting out the most power are going through C-4's at a rapid rate. Of course, not everyone is having C-4 problems. Anthony Briante has no problem with his C-4 and he is running in the mid 8's in the Pro 5.0 class. But still, there are those that have been lobbying for inclusion of the Powerglide transmission for the Street Outlaw class.

The 'Glide is known in drag race circles as a trans that can take plenty of power and still offer reliability. There are those that think that the only answer to reliability is with a Powerglide transmission. But let's examine the situation more closely in Street Outlaw. In this class, all transmissions must be Ford transmissions and bolt to the block without an adapter plate. This lets out the 'Glide. The other point to remember about the Street Outlaw class is the minimum weight requirements. Cars under 310 cubic inches must weigh 3000 lbs, and over 310 (but under 360 cubes) must weight 3200 lbs.

Given these class weight minimums, adding a little weight to get stronger and more reliable parts is not a handicap, right? After all, we would probably have to add some ballast to make the class anyway.

With all this in mind, I am going to throw out an idea that some of you may want to think about. If you are experiencing reliability problems with the C-4, why don't you consider using a "small block" C-6 trans? The C-6 trans has the same gear ratios as the C-4. Trick converters and trans brakes are just as available for the C-6 as for the C-4. In fact, all of the same types of internal race parts available for the C-4 are available for the C-6.

The main difference between the C-4 and the C-6 is that the C-6 is MUCH stronger. It is also 80 lbs heavier than the C-4, but given the minimum weight requirements of Street Outlaw and given that "you can't win if you can't finish", the C-6 may not look like much of a handicap in the weight department. Just as we accept the increased weight (in the front of the car) that goes along with the added reliability of the SVO 4-bolt block, maybe we should use the same logic with the C-6 trans (which is in the middle of the car).

While doing a little research on the C-4 vs. the C-6, I had a nice talk with Art Carr, the auto trans guru. Art said that increased C-6 transmission weight is primarily due to the drums and shafts being many times stronger (and bigger) than the C-4. Sort of a comparison of the 28-spline axle shaft with 33-spline axles.

Art also debunked something that I have heard for over 20 years. According to Art, the C-6 does not take any more power to "run" than a C-4 trans. This is an old wives tail. Art said that the power absorption of the C-6 is the same as the C-4 and also the 'Glide pumps.

Several years ago, Art built a C-6 for Jack Snyder's Pro Mod tube frame Mustang (the Nevada Highway Patrol car). This car had a 700" big block making 1400 HP. The C-6 never missed a beat.

Now, I know that most Street Outlaw racers have never considered using the small block C-6. Maybe they were concerned about the additional weight. Or maybe they thought that the C-6 would suck up more power than the C-4. I don't know. But I do know that sooner or later some racer will check it out.

Some Street Outlaw racers, however, would rather just whine about not being allowed to run the Powerglide. Oh well.