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per a post found in these forums and saved screen shot, Chevelle is 36%. I haven't measured to confirm, just took the info as fact.

Pretty sure pierce cars were built with a turned stub... more than the other builders if my memory serves me correct. Should be able to find more info in a forum search

With new bearings, i had to tighten up the spindle nut from week to week until everything settled in. If you think your spindle nut is backing off, have you considered a locking spindle nut?

What about the rebound rate of them? I figure that's part of the equation. Less rebound force to have to control with the shock?

Nesmith only allows johnson chassis lowers... although my johnson lowers have no serial numbers or identifying markings... and I've yet to see the tech jig used

Yep. Smoke and mirrors. They're better...I can personally vouch that the tubular lowers aren't stock dimensions. I havent measured the tube frame, just seen the obvious advantages.... but then again,...

The aftermarket frame also has a narrow crossmember and narrower frame horns that net more available travel without anything hitting.

You can also notch the frame for tie rod clearance if its an issue under nesmith.

The johnson tubular lowers gave me an additional 2" of available travel at the wheel. Some of the top guys around here run camaro lowers, but it's not a bolt on swap. Have to cut and widen the rear...

You wouldn't happen to be running by nesmith rules, would you? There are a few lower a arm options that will gain you available travel over stock metric lowers.

9 inch floater

http://www.racingjunk.com/UMP-IMCA-Modifieds/2309256/2010-shaw-modified-sell-out.html

I'd sell car minus motor, trans with all spare wheels, tires, and suspension pieces for 7500

will sell roller or race ready with or without spares

2010 larry shaw big boy chassis approximately 20 nights on chassis, never bent. Aluminum headed 383 w, brinn transmission with approximately 8 nights since new, 9in floater, BSB bearing birdcages,...