• Strange Rear End

    Strange builds rear housings for all dragster classes

    Strange Rear End
  • Cobra Jet Program

    Strange builds the complete 9in rear housing for Ford's Cobra Jet Mustangs

    Cobra Jet Program
  • Mopar Drag Pack

    Strange builds the rear housings for the Mopar Drag Pack Program

    Mopar Drag Pack
  • Top Fuel Dragsters

    NHRA Top Fuel Dragsters rely on Strange to put eight thousand HP to the ground

    Top Fuel Dragsters
  • NHRA Funny Cars

    Strange manufactures many parts for Funny Cars

    NHRA Funny Cars
  • COPO Camaro

    Strange builds the complete rear housing for the GM COPO Camaro Program

    COPO Camaro
  • Strange Rear End

    Strange builds rear housings for all dragster classes

    Strange Rear End
  • Cobra Jet Program

    Strange builds the complete 9in rear housing for Ford's Cobra Jet Mustangs

    Cobra Jet Program
  • Mopar Drag Pack

    Strange builds the rear housings for the Mopar Drag Pack Program

    Mopar Drag Pack
  • Top Fuel Dragsters

    NHRA Top Fuel Dragsters rely on Strange to put eight thousand HP to the ground

    Top Fuel Dragsters
  • NHRA Funny Cars

    Strange manufactures many parts for Funny Cars

    NHRA Funny Cars
  • COPO Camaro

    Strange builds the complete rear housing for the GM COPO Camaro Program

    COPO Camaro

Frequently Asked Questions

/Frequently Asked Questions

The Strange single adjustable shocks control the extension (rebound) of the shock. Turning the knob clockwise will stiffen the adjustment and counter-clockwise will loosen the adjustment.

The double adjustable Strange shocks will have 2 knobs. The plastic knob is for the extension (rebound) and the metal knob adjusts compression (bump). Clockwise will stiffen the shock and counter-clockwise decrease the resistance of the shock.

Strange single adjustable aluminum bodied and Ultra struts have a hex shaped adjustment on the top of the shaft. Turning the hex clockwise will decrease extension (rebound) and counter-clockwise will increase extension (rebound) resistance. The strut has 2 ½ to 3 turns from stop to stop. The adjustment should be done very gently and slowly, since the hex is connected to a thin rod, which fits inside the gun-drilled strut shaft to connect and adjust the rebound at the bottom of the strut.

Strange double adjustable aluminum bodied and Ultra struts have a hex shaped adjustment on the top of the shaft. Turning the hex clockwise will decrease extension (rebound) and counter-clockwise will increase extension (rebound) resistance. The strut has 2 ½ to 3 turns from stop to stop. The adjustment should be done very gently and slowly, since the hex is connected to a thin rod, which fits inside the gun-drilled strut shaft to connect and adjust the rebound at the bottom of the strut.  The compression (bump) adjustment is controlled by a slotted button located on the lower half of the strut on the opposite side as the spindle. Using a flat head screw driver, turning the button clockwise will stiffen the compression (bump). Turning the button counter clockwise will loosen the compression (bump).

You should be able to achieve 950-1200 psi on the rear brakes and 700-800 psi on the front brakes. Usually, more brake pressure is used for the rear brakes, since in most drag racing applications, the rear tire has a much larger contact surface (with the pavement), when compared with the front tire; however, builder and driver preference may influence the choice of brake bias.

When using our 4 piston calipers on all four wheels we would recommend using our 1.125” bore master cylinder with a 6.5 to 1 pedal ratio. If you are using single piston or 2 piston calipers on the front and a 4 piston caliper in the rear then we would recommend our 1.032” bore master cylinder with a 5.5 to 1 pedal ratio.

The soft pad is used in all front brake applications as well as the rear brakes in a vehicle going under 155 MPH in the quarter mile. The hard pads have a more aggressive metallic compound and are only used on rear brakes. These would be suggested for a vehicle going over 155 MPH in the quarter mile.

The lightweight steel rotor is not designed for constant heat cycles, which are encountered on the street. For instance, from street light to street light.

Strange does offer a variety of Wilwood brake kits, with cast iron/vented/and non-vented rotors, for street applications.

The brake register is important when using drum brakes or factory disc brakes. This register is what centers the brake rotor or brake drum on the axle. Most aftermarket race brakes will center on the studs. You will need to check with the brake manufacturer to verify which method is used. You can download our axle order form here.

The “F” dimension on the Strange axle order form is the measurement from the outside of the housing end (the face of the housing end, where the retainer plate would contact) to the outside of the axle flange, where the inside of the drum or the inside of the “hat” of the disc would contact the bare axle flange. This measurement is essential to make sure the brakes fit properly. This dimension is also referred to as brake standout.

The case hardness on the splined portion of an induction hardened axle is measured from the root of the tooth when it is originally heat treated. Once the axle is cut and re-splined the case hardness will not be as deep where the spline is. This makes that area of the axle in effect weaker.

Complete rear ends usually take 12-15 working days to be shipped.

Assembled 9” center sections normally are shipped within 3-5 days; however, we can usually expedite an order if need be.  

Pro Race Axles are shipped within 1-2 days if we have in stock (85% of orders are shipped from stock). Custom Pro Race Axles are shipped within 15 working days.

Alloy Axles are shipped from stock (over 2,000 axles in inventory) within 2-3 working days.

Contact the sales department and request a RMA number. The RMA number should be written clearly on the package(s) and will allow us to expedite your return/repair. 

Alloy axles are induction hardened and are ideal for Street and Street-Track applications.

Pro Race axles (Hy-Tuf) axles are thru hardened- the shaft as well as the axle flange, which makes it the ideal choice for hard-core drag racing. Pro Race Axles are for Drag Racing only because they are built for high torsional strength not flexible enough for rough and bumpy streets.