Would like to know who is running a transbrake and if so what suspension you running . I dont know if the lift bars are gonna hit the tire to hard or what just dont wont to be chasing my tail. I need front and back springs as well as shocks . thanks for any help . my car is a 69 chevelle 498ci dom. carb brodix bb2x heads super vic intake . comp solid roller 770ish eagle bottom end and around 12to 1 compression . dynoed 770hp . rossler tb 400 with a brake and ultrabell .Mosier 9" with 410gr 35splin axels nod case with a spool and a backbrace. full inter full weight. edge 9" converter 4500 st

http://i117.photobucket.com/albums/o62/coop31_photo/DSCF0603.jpg

I'm running a Coan T-brake in mine. Your right about the SSM lift bars hitting the tires hard, but a good quality shock should be able to control it. I went with Chris Alstons Varishocks. The upper arms are non-adjustable solid bushing at the frame. Poly bushings on the rearend. I went with a H-R Parts-n-stuff anti-roll bar which made a HUGE difference in the way the car goes down the track, not just the starting line. Rear springs are stock originals.

Front was all rubber bushings, stock type ball joints, springs for a 68 Chevelle with a 307 and no AC. Koni SPA1s shocks. Currently upgrading front end, but the old set-up worked(for me).:yes:

I'm sure there's more I'm forgetting right now, but, I got to get to work!

i think its a toss up between dick miller or ski-dwn-it. if i did not already have the h.r.bar thats what i would have gone with.-----P.S. sent converter of yesterday.

I run a JW performance transmission trans brake. I can say lift bars hit hard, im the only 12 second 4,000+ pound chevelle pulling the front wheels 4-6" off the ground out of the gate. Pm me your e mail and i can send you a video, here is what i have in the car-

front moroso coil springs
90/10 front shocks
moroso rear springs {there is a right and left}
adjustable shocks in back set on stiff
jegs lower lift bars
urethane bushing in stock upper rear control arms

And FWIW, my engine is a 327. how much torque can it have? 375-425? It nails the tires off the line, so far 12.182@ 110.04mph with a 1.68 60', and to top it off the torque converter it too tight because when you let go of the button the front end goes up then down and the car lay down for about 20-40', you can even hear it on the video, it needs either more gear or converter off the line, i know the converter is 800rpm too small from past engine combos we ran

I run a JW performance transmission trans brake. I can say lift bars hit hard, im the only 12 second 4,000+ pound chevelle pulling the front wheels 4-6" off the ground out of the gate.

How does a small block Chevelle weigh 4000+? Not starting crap, just haven't seen that before.

I didn't have that much power, mine was in the low 6's but back when I had the SSM bars in it I had the moroso trick springs at all 4 corners with the 3 way adjustable shocks. The car went 1.46-1.47 with that stuff at 10.30's.

jbird

The car weighs 3,700 pounds empty, all metal, insulation, and dart cast iron heads {which are heavier than stock} plus the driver is 360 pounds. Now the car has full exhaust so add 20 pounds

3700 + 360 + 20 = 4,080 maybe a hint more

Neal Racing Transmissions Powerglide with pro-brake. Wolfe Racecraft upper and lower arms with his spherical bushings in the rearend mounts. Moser 12 Bolt. Stock type cargo coils cut down to achieve rear ride height and lower control arm angle. Moroso springs up front, uncut. QA-1 double adjustable shocks all around. 1.38 60 ft on 295/65 drag radials with only 10 runs on it. I believe there is more in it, I'm still learning how to find it.

I here talk of a moog front spring anyone got a part # . but most run the morso spring . I see they list two diffrent springs for big block chevys wich on ? . and can you buy that moog spring anywere?. 1.3somthing would be fine with me .

I remember the moog spring talk but I thought it was discontinued. The Moroso spring is going to be based on front end weight. I have always used the lighter rate Moroso spring in mine. In fact the same springs that were in the car going 11.20's at 3675 are in the car now at 9.30's at 3150.

The moroso front springs work but when i bough mine they had the rears in stock but not the front, the rears made the biggest difference in 60' than the front.

On the rears there is a right and a left to make the car leave straight and level as possible

Neal Racing Transmissions Powerglide with pro-brake.
As in Sid and Keith Neal? If so, those guys know how to build a good tranny!

As in Sid and Keith Neal? If so, those guys know how to build a good tranny!


Yes sir. Keith was great to deal with and hooked me up. It worked out good that they are a Neal Chance converter dealer too as that is who Steve Morris recommended I work with on a converter. We called Marty at Chance and I got a package deal with Keith on the converter and his Limited Street Glide with a stock tail housing so I could keep a functional speedometer. I need to call Marty about a possible tweak to the converter but I'm tickled with the initial package.

R/ Dave

jbird

The car weighs 3,700 pounds empty, all metal, insulation, and dart cast iron heads {which are heavier than stock} plus the driver is 360 pounds. Now the car has full exhaust so add 20 pounds

3700 + 360 + 20 = 4,080 maybe a hint more

Gotcha!

jbird,

I weigh 305, dad weighs 370 as of today. If we put a small driver in it it will be quicker. So far it has been 12.182 @110.04mph with dad driving, the converter is too small, 800rpm too tight.

Its a 327 small block bored .030" over with dart 215cc iron eagle heads !! Turbo 400 transmission with trans brake and 4,200rpm stall {it was just adjusted to 5,400rpm} but with installing old proven cam it will be adjsuted after christmas to stall around 6,500rpm so we can leave at 5,500-6,000rpm to get this lightweight {?} car moving.

Here is the time slip with the 4,200rpm stall and open headers
60' 1.698 {you can hear the engine lay down 5 feet off line for 30-40'}
330' 4.974
660' 7.737
mph 88.79
1,000' 10.133 {converter not slipping enough}
1/4 12.182
mph 110.04

Same as above but with 3" hooker aero chamber mufflers with flowmaster pipe kit
60' 1.68
330' 5.013
660' 7.823
mph 87.38
1,000' 10.253
1/4 12.327
mph 108.91

Not too bad mph on either run because we still have 500rpm to play with to make the engine run harder in high gear with current cam but we are installing our old grind { 283/291 @.050 .680/.632 106* lobe seperation or the new version of it which is suppose to make more torque but the same hp and it is 278/284 @.050 .684/.660 106* lobe centers}

The mph is not too bad being we run 5.38 rear gears

what im looking for,is there a suspension set up that is more geared to leaving on a t-brake . is the dick miller set up a t-brake set up or is the wolfe set up a t-brake set up just looking for something that works .

What ever hooks, my jegs lift bars hook
I like ladder bars too on full bodied cars with oil overs