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Type: Posts; User: goodolboy01
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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.
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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
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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?
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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?
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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
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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,...
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The aftermarket frame also has a narrow crossmember and narrower frame horns that net more available travel without anything hitting.
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You can also notch the frame for tie rod clearance if its an issue under nesmith.
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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...
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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.
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http://www.racingjunk.com/UMP-IMCA-Modifieds/2309256/2010-shaw-modified-sell-out.html
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I'd sell car minus motor, trans with all spare wheels, tires, and suspension pieces for 7500
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will sell roller or race ready with or without spares
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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,...
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