n8
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Post by n8 on Jul 2, 2018 7:47:43 GMT -5
Sorry about the volts stupid auto correct ...yes wanting to know how di wants it done as they went give me strait answer..do I move lowers to inside of frame and make bracket or leave on outside of frame and make bracket on rear end.. - Rear end swaps allowed, no bracing, no welding, no re-enforcement unless specified. Max axle size 31 spline, Ford, GM or Mopar Clarification: All must be factory axles(cast flanges) and rear ends, we will allow you to weld factory brackets on rearend to mount any 5 lug passenger rearend. Assuming you mean stock class, this seems pretty straightforward to me. You are allowed to weld brackets on your rear end to convert, not use conversion brackets because it doesn't spell that out and could be construed as reinforcement. Just my take on it, I haven't converted one myself.
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n8
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Post by n8 on Jun 25, 2018 13:35:57 GMT -5
To add to the neck talk, I learned quickly to turn forward before impact on hits in reverse. It probably saved me some neck bullshit and it gives a little time to figure where to go after the hit. Looking back during the impact is exactly what caused my permanent injury. Now I look forward right before rearward impact. This is what I do as well. I look back ward until I am about to hit, and then face forward, and press myself into the rear seat. At least once or twice, I have used the gas pedal for leverage to do that which probably doesn't help my case lol.
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n8
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Post by n8 on Jun 20, 2018 12:08:47 GMT -5
Old school like that I guess lol
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n8
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Post by n8 on Jun 18, 2018 15:00:55 GMT -5
I like around 30 inches in heat and the 5.50s in the feature in stock classes.
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n8
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Post by n8 on Jun 18, 2018 14:57:23 GMT -5
I run reverse and whatever I hit in drive, which is probably low. Two of the three transmissions I use are 1st reverse only from Bomber, so those are only going to be 1st in drive naturally. I don't typically make track shots with nose, so I haven't needed 2nd gear yet. I do it fairly often in reverse though.
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n8
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Post by n8 on Jun 8, 2018 13:17:31 GMT -5
When tilting at crushbox, I did not need spacers at the firewall body bolts but I did at the core support.
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n8
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Post by n8 on Apr 21, 2018 7:37:44 GMT -5
70s Lincoln control arms will give you some height if I recall correctly. I believe you need to use the Lincoln spindles as well.
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n8
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Post by n8 on Apr 16, 2018 7:24:47 GMT -5
pull downs are only good for 2-3 solid hits and it'll be back where it started without plating. Some times its all about perception, so if the competition doens't know any differen't they wont hit you there to find out. 2-3 solid hits is it in my experience as well.
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n8
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Post by n8 on Apr 16, 2018 7:24:06 GMT -5
Plate it and it will do ok. Drive conservatively. I have done the same thing fixing mine in the past.
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n8
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Post by n8 on Apr 14, 2018 6:17:13 GMT -5
When they say cradle in the context of that rule, they are referring to engine cross member. So only your lower engine mounts may be welded to engine cross member. It clearly states no cradles are allowed.
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n8
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Post by n8 on Mar 27, 2018 13:23:00 GMT -5
I had a 78, rear frame was not c channel. It was rear steer. We were fine height wise with factory components so I can't answer that. Thanks, we run sbc, is steering an issue with one? No. Take your stock lower mounts and weld them to a piece of channel, like 1 1/2 inches tall. This will clear the steering, and allow the clearance for fuel pump mentioned elsewhere. I think I just centered mine on the engine cross member, but you could use this method to move engine back farther if needed. This was in a "stock class", so if you are going to run a dp, you will probably need an alternate method. On the two I have built, I tucked truck with a simple 90, and notched the frame where the rear frame gets taller somewhat near the bumper shock if I recall correctly. If you read through the thread though, I believe different methods of doing the trunk have been discussed.
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n8
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Post by n8 on Mar 26, 2018 11:29:16 GMT -5
So, I have a few questions, very well could have missed them but are the 78 Lincoln’s rear steer, how much of the rear frame is c channel, are people switching out spindles for height? I had a 78, rear frame was not c channel. It was rear steer. We were fine height wise with factory components so I can't answer that.
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n8
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Post by n8 on Mar 24, 2018 8:08:11 GMT -5
I think so. How big of a difference does the double box make? I've heard about them and seen them at the junk yard, but never seen one run. My buddy ran a double crush box Lincoln. His bent pretty close to the same in a stock class as my Thunderbird. These tend to bend a-arms forward and at the hole in the frame rail behind crushbox, so I don't see the double crushbox helping until you at a minimum add a body bolt or something to the hole in the rail behind crush box.
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n8
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Post by n8 on Mar 21, 2018 16:49:10 GMT -5
Mechanical only for me. I have had too much trouble with electric pumps and regulators in the past. I just use steel 3/8 brake line for my supply line to mechanical pump That's because you likely have never shoe horned a SBC in an old Caddy. Just simply no room for a mechanical pump. I prefer a mechanical pump simply for dependability. Ive never had one quit unless I broke it in half when the frame starts moving. However, a mechanical pump is not always an option. That is this year. Guess I will find out.
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n8
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Post by n8 on Mar 20, 2018 13:19:07 GMT -5
Mechanical only for me. I have had too much trouble with electric pumps and regulators in the past. I just use steel 3/8 brake line for my supply line to mechanical pump
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