Modified engines put a lot more stress on starters, due to heat accumulation and the extra torque needed to turn over a high-compression motor. In addition, space is often at a premium after installing headers and heat isolation is also an issue with the starter being so close to the exhaust. It’s situations like that which can wear out an OEM starter and cause it to fail. XS Torque starters from Powermaster are machined from billet aluminum and feature an adjustable block, and are the most lightweight starters on the market that are capable of delivering 200 lb/ft of torque. 

Performance Benefits & Key Features 

Powermaster XS Torque starters are compatible with engines designed for up to 18:1 compression, thanks to its 4.4:1 reduction gear ratio and high-torque motor and gear drive, producing up to 1.8 hp on its own (dyno test results available). The XS Torque starter’s InfiCLOCK system is standard on many applications, and it easily clears headers and oil pans thanks to its 360 degree rotation. 

Fitment, Compatibility & Applications 

Powermaster XS Torque starters are available for Jeep 4.0L engines, mid 60s Buick Nailhead V8s, Buick 401, 430 and 455 V8s, Pontiac and Oldsmobile V8s, GM LS and LSX engines (with 168 tooth flywheel), Chrysler L6 and V8 engines, early Chrysler Hemi engines, Ford 289 and 351W, Ford 351M, 400, 429 and 460 V8s, older Ford FE V8s, Ford 4 cyls, Ford Flathead V8s, Ford 4.6 V8s and Porsche/VW engines. The InfiCLOCK starter adapter ensures that the XS Torque starter will be compatible with a variety of engines, flywheels and flex plates. Thanks to Powermaster’s lightweight design, all starters weigh less than 11 lbs. Choose from natural finish or chrome on select models.

 With that abundance of torque and horsepower on hand, get your engine to spin faster (even on hot starts) and initiate combustion quicker with the Powermaster XS Torque starter. If you’re having problems with heat sink, hot starts or slow starts, this can be the perfect solution. Note that these starters are intended for naturally aspirated engines and are not a good choice for turbocharged or supercharged applications.