Thanks Jack, We were sure hungry for it ;)

Thank you sir, sure trying!

makes since that the numbers start looking similar because I was trying hard to just roll that sucker into the corner just like asphalt.

Thank you sir, I'm sure tryin!

I do love my Leafer as well 😉

Try the 175 for sure. I think a 900 is the softest a camaro should be on the RF

Thank you sir, sure tryin!

I knew you had told me you liked a lot less bite and you are definitely right. It works great on a leafer when you get everything working together.

I was rooting for ya Cody. After seeing you getting all jammed up in that Heat it would have been awesome to see you bring her forward from the back in the feature. But hey, you're steadily getting faster and no doubt you'll be conquering that slick as well the next time.

@@DIRTRACELIFEI have to be honest with myself brother. I didn’t put the new tires on the rear. Several races on those tires and I didn’t work offsets any. I wanted to see how big the difference was from hooked to slick with no setup changes so I changed nothing. Grinded tires and went back out. I learned a lesson. Last race of the season and a big show. Just go all in. I couldn’t go anywhere. I got up to the wall the last 3-4 laps and I was like man. If I had done this on maybe lap 5-10 I would atleast be somewhere in the top 15. I found out though what should have been changed by feeling the car so now I atleast have an idea. Thanks brother. I not only got to meet ya. Got to qualify and heat race with you too. I didn’t go expecting much considering I had never been but overall I was satisfied to be able to load it the same way it came.

i gotcha

if the rules allow it, then there can be a big gain in adding a top link shock. not a link because it will bind you up but just the shock. at that point you can get pretty crazy with the leaf angles, blocks, cutting leafs, etc and still make things work. everywhere I race using a extra shock like that is a no no but it dang sure works

Hey Scott, Yes sir I sure am! I can't stand it, I am going to figure out how to beat these guys in the CRUSA SS class one way or the other. Headed to Indiana later this week to pick up the roll cage tubing and plan to start building withing the next few weeks.

@@DIRTRACELIFE Good luck with the build buddy. Can’t wait to see it come together.

When they work they work ;)

There are few of those cars around running in vintage classes!

Yes Sir, Planning to make a trip to Indiana next week to pick up the roll cage tubing. Once I get materials I will start building and recording.

The center pin is closer to the front eye. Allows less axle wrap.

@@DanielBrickert77 Ty Sir

Daniel is correct but maybe I can add some more detail because what it does is pretty nifty. So yes, because the distance from the axle to the front eye is shorter, that section of the leafer is better able to resist the axle wrap and not get flattened out as easily.... But here's the cool part. The axle still does rotate but instead of wrapping the leaf its actually more able to lift the car. So a chrysler leaf setup by design has better anti-squat characteristics than a camaro leaf even if both are set to the exact same ride heights. pretty freakin neat.

@@DIRTRACELIFE Thank Yall. I had a buddy with an ole Coronet. When he would get on it the back would raise. Idk if it was the Chrysler leafs or the pinion snubber. My Camaro would squat.

No I am not afraid of split at all. Something I have learned that is very different than books and racers ideas from years ago is this: Spring each corner for what that corner needs not based on what the other side is. Spring rate is actually more connected to the spring across on the other end than it is the one on the opposite side. Many many coil cars are very successfully running a 175 LR with a 225 or 250 RR. Especially if you are restricted to no more than a 13inch spring. The leaf is no different. I want to run a softer leaf of the left rear, sit it deeper into the spring at ride height which is going to create more travel from fully compressed to fully extended while still making traction.

I am physically adding lead. as far as amount, at least 25lbs but for a 3000lb Street Stock I think 40 lbs is a reasonable amount too.

Thank you again Jason for the great information!

It was aluminum and I stripped it. the other end is locked otherwise we'd have us a big catastrophe 😀

Very good question sir. The tires I am currently running on both my Factory Stock and my CRUSA Street stock are the 8 inch wide Hoosier H500 Dirt Tire. This is a hard rubber tire with a very stiff sidewall. The way the tire is constructed it will cup in the center of the pattern much quicker than several other tires such as an IMCA G60/KK704. So for example I would run a G60 RR as low as 12lbs but this H500 will roll over on the sidewall and cup the center of the tire away from the track when that low.

I see. Thanks

yes, you are correct! its an oxymoron for sure but heres the deal. The difference the offset makes in drive off that corner steering the car is WAY more than the difference in spring load. Technically a perfect change would be to increase a rr spring rate the exact amount to match for example moving the wheel out an inch. in practice we dont have springs in 5 and 10 lb increments and that wheel offset change has vastly more authority in changing how the car will drive. Hope this helps 😀

@@DIRTRACELIFE How you have the springs in that car is the exact opposite that I ran in my modified back in the late nineties and early 2000 ?

yeah, everyone thought more rate in the LR back then and we all slid the car in the corner. but over time folks have gotten schooled by cars ruuning higher rates on the Right side and rolling cars through the corner. hell they schooled me too! 😉

9.5" in this video

@DIRTRACELIFE do you run a pretty tall spacer, or do you run weight jacks? Been running a camaro for 4 years going on 5 with alot of wins, your videos are very helpful!

I run adjustable cups on the camaro and they are roughly in the 1 to 2 inch range of TOTAL spacing. For example, if I was to start running that car at a track that allowed no spacer of any kind on front then I would put 11" springs on it and the ride heights would stay very close to what they are now.

The rear percent is based on the driver and cage rearward, battery, fuel cell, etc all rearward and nothing up front. with no lead bolted on the car and no driver this car weighs about 2700 lbs and is 49% rear. With the driver and the lead bolted in she's 3200 lbs and around 54%. we broke the RR composite and several tracks banned those leafs so we put the stacked steel leafs on her.

@@DIRTRACELIFE Why did the tracks ban composite springs?

I don't so much get in that game. They cost more but last longer. They don't develop as much bite yet are more consistent. Man who knows, a lot of track rules are more about one or two folks opinion at some meeting sometime in the past that either sounded right at the time or they had a lot of influence. I'm not so much into the politics side of rule making.

@@DIRTRACELIFE Are you able to use a parabolic steel mono leaf, or split mono leaf setup? The idea of both of these would be to allow a stiffer front portion to reduce axle wrap while the rear portion remains "light" or rather, NOT overly stiff for the overall desired spring rate/suspension frequency.

no just stacked steel leafs 😞

you know it bud, gotta see these leafer guys step up and get in these big races!

Its a fine line playing in that grey area 😉

@@DIRTRACELIFE everyone knows it.🍻