Oh yeah, I've read that. I'll have to read it again.Search the internet archives of bigblockdart.com for "put your big block dart on a diet."
Oh yeah, I've read that. I'll have to read it again.Search the internet archives of bigblockdart.com for "put your big block dart on a diet."
Aftermarket support is part of it. You can bet if the demand for Dana parts was equal to the 9" stuff there would equal parts available. These guys are chasing numbers, if the Dana gave them an advantage, that's what they'd be running. That alone tells me that the higher friction of the 9" doesn't equate to slower et's on the track.Seems like with all the fab 9 producers and part availability that might be why people choose the 9 over dana
Probably right or it's a push, weight vs power to spin it.Aftermarket support is part of it. You can bet if the demand for Dana parts was equal to the 9" stuff there would equal parts available. These guys are chasing numbers, if the Dana gave them an advantage, that's what they'd be running. That alone tells me that the higher friction of the 9" doesn't equate to slower et's on the track.
Aftermarket support is part of it. You can bet if the demand for Dana parts was equal to the 9" stuff there would equal parts available. These guys are chasing numbers, if the Dana gave them an advantage, that's what they'd be running. That alone tells me that the higher friction of the 9" doesn't equate to slower et's on the track.
I believe if you making gear changes all the time, then the 60 and 12 bolt don't make as much sense, and they make so much stuff for the 9 inch now, alum reinforced cases, 40 spine axels and whatever gear ratio you can think of.Can you define "much more"? One of the car mags did an article years ago and yes, the Dana and 12 bolt needed less torque than the 9". But, if it was a substantial amount, you can bet the guys running the fast heads up stuff would be running Danas and 12 bolts and the aftermarket support for them would be there too.