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Open Track Racing
How beneficial is an aftermarket K-member?
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<blockquote data-quote="Sharad" data-source="post: 11367233" data-attributes="member: 66778"><p>"how beneficial" is a subjective question. As someone already mentioned, we're essentially talking about a tenth of a second here, and a tenth there. But to answer your questions, yes, handling would be improved. The k-members offer weight savings, increased clearance in the engine compartment, and in the case of the offset MM/Griggs setups, more weight on the rear tires. </p><p></p><p>The only "cons" I can think of are purchase price and the fact that some classes don't allow them.</p><p></p><p></p><p></p><p></p><p>MM/Griggs are heavier because they have more material, and they are made with mild steel. UPR's k-member is tubular chrome-moly which is stronger and lighter than mild steel, given equal tubing diameter and wall thickness.</p><p></p><p></p><p></p><p></p><p>This is a common misconception, propagated primarily by the fact that more people drag race on UPR's k-member than those who roadrace on them. With regard to <em>"the load of hard cornering"</em>, UPR has literally hundreds and hundreds of tubular k-members out there being drag raced, roadraced, and daily driven on the street. There has not been a single failure.</p><p></p><p></p><p></p><p></p><p>We need to switch gears for a moment here because you're talking about the S197 version, and I believe the OP is talking about the 79-04 k-member. However, you are correct in stating that UPR's S197 k-member is 26lbs lighter than stock, has quite a bit more engine clearance, and it can lower the engine 1/2" (with the supplied engine mounts).</p><p></p><p></p><p></p><p></p><p>This is true. Because they are welded and powder coated right here in South Florida (as opposed to overseas), UPR is able to alter a k-member and/or its color to suit an individual customer's needs.</p><p></p><p></p><p></p><p></p><p>S197:</p><p><img src="http://www.lethalperformance.com/images/medium/UPR-2005-05_MED.jpg" alt="" class="fr-fic fr-dii fr-draggable " style="" /></p><p></p><p>Fox:</p><p><img src="http://www.gettorq.com/store/media/catalog/product/cache/1/image/9df78eab33525d08d6e5fb8d27136e95/u/p/upr_79-93_kmember_modular_motor.gif" alt="" class="fr-fic fr-dii fr-draggable " style="" /></p><p></p><p></p><p></p><p></p><p>Thanks for the positive review. And yes, UPR k-members are covered by a Lifetime Guarantee, regardless of their intended use.</p><p></p><p></p><p></p><p></p><p>It should be noted that UPR Products are continually track-tested, and are occasionally tweaked to improve them based on feedback from in-house testing and feedback from the end-users. I believe our Fox k-member is on its fourth design, and the S197 went through a couple of pre-production design phases.</p><p></p><p></p><p><strong>FULL DISCLOSURE:</strong> I work for UPR Products, but I'm not here selling. I've been a long-time lurker here on SVTP, I just haven't posted very much. Someone requested our input on this thread, so we obliged. </p><p></p><p></p><p>Regarding Brake Ducts-</p><p></p><p>This is a very important part of the total package. (in HPDEs) I recently conducted some testing at Sebring International Raceway in my 2006 GT and I was blown away by how much the heat affected my braking, even with Hawk pads/rotors and Motul fluid. In my opinion, brake cooling ducts are essential for a car that will see regular use in HPDEs.</p><p></p><p></p><p></p><p>Regarding the Radiator Box-</p><p></p><p>This is another interesting topic. I just purchased a very high-dollar radiator/trans cooler setup from Fluidyne, and Gary Johnson was absolutely adamant that I MUST fabricate ducting to seal off the front end and direct all of the incoming air into the radiator in order to get the most cooling. This is on a high horsepower True Street car, but the same idea applies to HPDEs. The more air you direct over the radiator, the more efficiently it will operate.</p></blockquote><p></p>
[QUOTE="Sharad, post: 11367233, member: 66778"] "how beneficial" is a subjective question. As someone already mentioned, we're essentially talking about a tenth of a second here, and a tenth there. But to answer your questions, yes, handling would be improved. The k-members offer weight savings, increased clearance in the engine compartment, and in the case of the offset MM/Griggs setups, more weight on the rear tires. The only "cons" I can think of are purchase price and the fact that some classes don't allow them. MM/Griggs are heavier because they have more material, and they are made with mild steel. UPR's k-member is tubular chrome-moly which is stronger and lighter than mild steel, given equal tubing diameter and wall thickness. This is a common misconception, propagated primarily by the fact that more people drag race on UPR's k-member than those who roadrace on them. With regard to [I]"the load of hard cornering"[/I], UPR has literally hundreds and hundreds of tubular k-members out there being drag raced, roadraced, and daily driven on the street. There has not been a single failure. We need to switch gears for a moment here because you're talking about the S197 version, and I believe the OP is talking about the 79-04 k-member. However, you are correct in stating that UPR's S197 k-member is 26lbs lighter than stock, has quite a bit more engine clearance, and it can lower the engine 1/2" (with the supplied engine mounts). This is true. Because they are welded and powder coated right here in South Florida (as opposed to overseas), UPR is able to alter a k-member and/or its color to suit an individual customer's needs. S197: [IMG]http://www.lethalperformance.com/images/medium/UPR-2005-05_MED.jpg[/IMG] Fox: [IMG]http://www.gettorq.com/store/media/catalog/product/cache/1/image/9df78eab33525d08d6e5fb8d27136e95/u/p/upr_79-93_kmember_modular_motor.gif[/IMG] Thanks for the positive review. And yes, UPR k-members are covered by a Lifetime Guarantee, regardless of their intended use. It should be noted that UPR Products are continually track-tested, and are occasionally tweaked to improve them based on feedback from in-house testing and feedback from the end-users. I believe our Fox k-member is on its fourth design, and the S197 went through a couple of pre-production design phases. [B]FULL DISCLOSURE:[/B] I work for UPR Products, but I'm not here selling. I've been a long-time lurker here on SVTP, I just haven't posted very much. Someone requested our input on this thread, so we obliged. Regarding Brake Ducts- This is a very important part of the total package. (in HPDEs) I recently conducted some testing at Sebring International Raceway in my 2006 GT and I was blown away by how much the heat affected my braking, even with Hawk pads/rotors and Motul fluid. In my opinion, brake cooling ducts are essential for a car that will see regular use in HPDEs. Regarding the Radiator Box- This is another interesting topic. I just purchased a very high-dollar radiator/trans cooler setup from Fluidyne, and Gary Johnson was absolutely adamant that I MUST fabricate ducting to seal off the front end and direct all of the incoming air into the radiator in order to get the most cooling. This is on a high horsepower True Street car, but the same idea applies to HPDEs. The more air you direct over the radiator, the more efficiently it will operate. [/QUOTE]
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