Very stable. Car feels very balanced. Car is almost exactly
50% front to 50 % rear weight (I have weighed it). Most of the weight (3100
lbs.) is in
between the axles.
Feel very safe (cross bracing, etc.)
Manumatic setup for the transmission is very easy and fun.
Don't have to worry about a weak transaxle.
Cornering - Turn the wheel and hit the gas. It goes
where you point. Power slide turns are fun too.
Customer support from V8 Rail is almost non-existent.
They never answer their phone. Rarely answer emails. Won't help solve
legitimate problems with their product.
Wait time for delivery was ridiculous. Quoted 6
months by V8 Rail. Build took 18 months. They habitually over-promise.
Radiator is undersized for application - Afco 80127ND – 19” x 24” x 2" thick. It was
delivered with a single 16" 2360 CFM fan - it was supposed to be
delivered with a 4000 CFM fan from a Mark VII. I upgraded to a 3000 CFM fan
made by Spal (at my expense). I talked to Afco and Ron Davis about options
for more cooling capacity. Both said that the radiator I had was not sufficient
to cool a 500 HP V8. Neither could offer suggestions given the space
Undersized 19" x 24" Afco Radiator
Original Long transmission cooler on left. Upgraded PWR cooler on right.
Original cooler installed in car.
Shock valving is not set up to handle whoops. I paid King
Shocks to revalve them.
No fuel gauge and you can't see how much fuel is in the
Car was supposed to be delivered with a TH350. I got a
Car delivered without Park working in transmission.
CV's bind at full droop, and there is no provision
for limit straps.
Car jacked up to check CVs at full droop. Too much CV angle causes CV to bind.
CV Flange doesn't allow for enough axle plunge. Even though the axle still
has plunge at all times, it beats on the head of the bolt holding the CV flange
in place. The flange is not designed with enough clearance.
Old vs. new - bolt holding CV flange in place is mushroomed by axle plunge. The
bolt on the outside CV flange broke off in the middle of Glamis and took out my
CV. The top bolt shown in the picture is probably in the best condition of all
Washer used to hold CV flange to stub axle or differential output shaft.
Material is too thin and bends under torque. In my case, this bolt was loose
once I got the CV off. No evidence of Loctite. The loose bolt was causing
the CV flange to move which in turn caused the brake caliper to drag on the
V8 Rail Rear hub assembly showing set screw used to "hold" stub axle in place.
V8 Rail Rear upright. Stub axle slides in here and is "held" in place by set
screw shown above.
V8 Rail Stub axle. Parts are all designed for circle track racing with very little
More typical off-road micro-stub axles have a much deeper dish, and are all one piece so
there isn't a bolt to get hammered by the axle.
CV Flange is made of lightweight aluminum that is easily damaged when a CV
Built & assembled by V8
2 1/2" King Bypass shocks & two tube bypass
on each corner
Rear inboard brakes
Sweet Power Steering with Coleman rack
Full Floater IRS rear end
Engineering IRS Quick Change Rear End
ATL Racing fuel cell
with internal surge tank
Tilton pedal assembly with AFCO master cylinder
Front sway bar
AFCO aluminum radiator
PWR oil coolers - transmission & engine (came originally
with Long coolers)
Crow seat belts
Built by Top
of the Hill Performance Center in Livermore, CA
Dart aluminum race block with 4.168" bore (410 cid)
3.875 stroke 4130 Eagle forged steel crank
6" 4340 Eagle rods and forged JE pistons (10.16:1 Final
Dart Pro-1 Aluminum Heads (ported) - 66cc final chamber
Stainless roller rockers
Manley 4130 heat treated pushrods
Fuel Injection - Accel DFI Gen. VII (dyno tuned by Autotrend)
Stay away from V8 Rail. They have a decent concept, but
fail miserably when it comes to customer service and product delivery. Expect
grossly underestimated delivery schedule and excuses about customers who drive
bad or don't pay their bills. Be wary of their lies and do your homework.
Manufacturer Contact Info:
PO Box 1601
Ash Fork, AZ 86320
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