Hundreds of new product announcements cross the desks of PRI editors each month. Following are our top picks for January.

Programmable Electronic Ignition Distributor

Progression Ignition
progressionignition.com

A drop-in distributor that can be programmed with a smartphone and offers race-specific features such as nitrous retard and launch rev limiter is now available for popular V8 engine platforms from Progression Ignition in Edgewater, Florida.

“The primary market for this product was muscle car guys,” said Ted Regier. “Then when we showed it at SEMA 2019, we started getting calls from dirt track guys. They wanted to know if timing could be reduced coming out of the turns. Timing can be reduced whenever you want. Then drag racers wanted it, so we started developing more race features.”

A Bluetooth wireless connection to a smartphone app allows timing adjustments with the engine running or off. There’s also a real-time data streaming provision. All the electronics are contained in the distributor under the cap—there are no external boxes. There is an easy-to-use basic setup program, but more sophisticated programming is available in the app for fine tuning.

Racer-friendly features include a main rev limiter, boost-retard timing, nitrous retard and adjustable release delay, and launch retard tuning. Also included are data logging, automatic start retard, and automatic dwell control.

Current applications include Chevy, Ford, Pontiac, Chrysler, Oldsmobile, and Buick. The price is under $600, and the product is available only from the company website. —Mike Magda

Left- and Right-hand Dry Sump for LT Engines

Aviaid
aviaid.com

The new LT engine family is likely to be just as popular for engine swaps in the coming years as the LS architecture, and packaging can always be an issue—especially if you want to step up to dry-sump oiling. Aviaid in Chatsworth, California, can help solve those problems by offering a block-hugging system that is available for both left- and right-handed installations.

“Typically, the pump is mounted on the right or passenger side of the engine,” noted John Schwarz. “Unless you’re in Australia where the steering shaft comes down that side with a right-hand drive.”

There’s no denying the performance benefits of dry-sump, including eliminating power-robbing windage and assuring constant supply of lubricant during acceleration and cornering. Also, the low-profile oil pan allows for lower engine placement. 

Aviaid’s new kits are available with three- to six-stage pumps, and adapters can be ordered for pumping fuel or power-steering fluid.

“The system can also work with an external wet-sump pump,” said Schwarz. “The gerotor oil pumps on LS and LT engines can lose effectiveness after certain rpm levels—say 7,000 rpm and they’re done. There are drag racing guys that 7,000 rpm is where they start!”

The Aviaid external wet sump is designed to provide a constant flow of oil for more than 10,000 rpm. —Mike Magda

Smart-Tech TH400 Drum Module

Sonnax
sonnax.com

Sonnax in Bellows Falls, Vermont, has reengineered the forward/direct drum system with lighter and strong parts to help give drag racers running a TH400 transmission an edge at the track. Weighing 3.3 pounds less than an aluminum direct drum, the module’s direct-clutch components take 68% less energy to operate than others in the aftermarket, according to Sonnax’s Gregg Nader.

“For a bracket racer, the improved consistency helps dial in the number,” said Nader. “Racers at different levels of competition have reported ET gains of .010 to .020 second. Some noticed more consistency and smoother runs. Others noticed more power to the wheels and adjusted accordingly. Also, there are reports of quicker reaction times from trans-brake release.”

Prototypes first hit the track in 2020, and production units were available in early 2022.

“From the very beginning, the reports have all been positive,” said Nader.

An all-in-one kit, the Smart-Tech module includes all parts necessary for the upgrade. The module is easy to assemble and install with compatible 28-spline input shafts, including Sonnax heavy- and extreme-duty shafts. Due to its design, the Smart-Tech drum module is suited only for drag racing applications that do not use a front band. —Mike Magda

Bolt-in Quadralink Rear Suspension

Detroit Speed
detroitspeed.com

Trucks keep showing up more often in drag racing, drifting, and autocross competitions, and performance suspension modifications are quickly being developed to handle the increased numbers.

“With the amount of attention GM trucks have received in the last few years, it only made sense for Detroit Speed to offer a performance suspension system,” said Evan Perkins of the Mooresville, North Carolina-based company. “Many of these trucks actively see the autocross, and our track-tested suspensions offer better handling on the track and the street.”

The kit shown is a bolt-in version for the 1967–1972 Chevrolet C10 pickup as well as the GMC C15 for the same model years. The kit replaces the trailing-arm/coil-spring setup that came from the factory. It includes double-adjustable shocks with remote reservoirs and brackets that can be bolted to the factory axle.

“One of the benefits of these kits is that they are offered in bolt-on or weld-on configurations. That allows for the professional or the hobbyist,” added Perkins.

The kits allow an adjustable ride height of 5.5 to 7.5 inches of drop to set up the desired stance, depending on wheel-and-tire combination. All the major components are powder-coated for appearance and corrosion protection.

Other features include C-notched plates for additional axle clearance at low ride heights and laser-cut brackets that work with the original wiring and brake lines. —Mike Magda

Dynasty 300 with Wireless Foot Control

Miller Electric
millerwelds.com

Making welds in tight quarters, such as a roll cage, is much easier with the new Miller Dynasty 300 AC/DC TIG/stick with wireless foot control.

“The wireless foot control makes for easy welding around large fixtures where movement is critical,” said Andy Weyenberg of the Appleton, Wisconsin, manufacturer. “There’s no cable to get caught on obstructions or limit reach.”

Weighing just 55 pounds, the Dynasty 300 can weld up to .375-inch thick material. Other features include Pro-Set to eliminate guesswork when setting weld parameters and program memory to save and recall favorite weld settings.

“These pedals are not just simple RC technology. They have to be shielded from the electrical noise interference and magnetic fields that welding creates,” noted Weyenberg. “They also have to be digitally married to the receiver so other wireless pedals don’t cross-control other machines in a congested work environment.”

Included in the complete package are the Dynasty 300, runner cart, Weldcraft W-280 torch kit, coolant, 8-foot primary cord, Coolmate 1.3 water cooler, and wireless foot control. 

“So far race teams like the new operator interface, which makes it easier to set the machine through various scroll-and-press-to-set screens,” added Weyenberg. “Each set-up screen also gives the operator a graphic representation of what the arc will look like, eliminating guess-and-set.” —Mike Magda

Head-stud Kit for LS Engines

Point One Manufacturing
p1mfg.com

A new head-stud kit for Gen III and IV LS engines is now available from Point One (P1) Manufacturing in Rogersville, Missouri. Constructed from 8740 chromoly steel, the studs are rated at 190,000 psi tensile strength.

“We are a full-service fastener manufacturer with design, all machining operations, heat-treat, and finishing in-house. Our metallurgy and metrology labs ensure every part we produce meets or exceeds the customers’ requirements,” said Kevin Feeney.

Finished in black oxide to prevent corrosion and boost longevity, the kit includes 20 MJ11-2.0 x 7/16-20 x 5.115-inch studs, 10 MJ8-1.25 x 5/16-24 x 2.500-inch studs, 12-point nuts and stud washers. The kit fits 2004 and later GM LS engines.

“The feedback we have received from our customers has been incredible,” added Feeney. “They are impressed with the attention to detail not only on the quality of the product but the care we take in packaging it and ensuring they have everything to complete their installation.”

Future fastener kits include head and main stud packages for additional late-model engines in addition to a dedicated line for the diesel market.

“Point One was founded with the core principle that in high-performance engines 99.9% is often simply not good enough. We strive to exceed the customers’ expectations through our products and superior customer service,” said Feeney. —Mike Magda

Reaper Stiletto Left-handed Cobalt Drill Bits

Rodman Drill & Tools
rodmandrill.com

Removing broken bolts or studs can cost any engine build or chassis fabrication valuable time. The new Reaper Stiletto left-handed cobalt drill bits from Rodman Drill in Canoga Park, California, will help remove stubborn right-handed fasteners with torque applied through the left-handed bit.

“Our race shops love the Stiletto lefty drill bits. They’re made from our patented cobalt-tungsten alloy, as opposed to common M2 high-speed steel,” said Jon Epstein. “These offer superior performance in fouled parts that have been exposed to excessive heat. The aggressive Stiletto step-tip style allows faster and cleaner removal of broken parts than 135-degree split-tip bits on the market, especially when the clock is ticking and time is of the essence.”

The 15-piece set includes drill bits from 1/16-inch up through 1/2-inch in 1/32-inch increments. Additionally, the lefty Stilettos feature a shortened length for greater access in hard-to-reach areas. Sizes 3/16-inch and larger have shanks with three ground flats that prevent slippage in drill chucks.

“There’s no need for predrilling or heliarc fussing,” added Epstein. “The precision-ground flutes and wide web design facilitate fast chip removal, thus preventing the bits from overheating and becoming brittle.”

The Stiletto left-handed drill bits can be used to remove busted head bolts, manifold studs, and other stubborn fasteners. They also drill through stainless steel, spring steel, and Grade 8 bolts. —Mike Magda