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"Thanks. Just for giggles, I'll go check it out this evening. If memory serves (which it often does poorly), the attachment of the tie rod ends sits inboard of the ball joints on this one. Just seems a bit contrary to what I've read." Ben, If you run a string from the center of the rear axle...

My race car is a good example of the benefits(yep!) of zero ackerman as well as some problems. I first tried to put a rack in a 65 Dart stock Kmember back in 1980. I had stock front suspension, and with a stock width rack from a pinto It turned out the inner to inner distance of the Pinto rack...

I am thinking that it might be possible to add a modified leaf above the main leaf to increase rise in the rear. This car is a 65 Dart, will have a 500 plus hp Gen 3 Hemi of 392 cubes in it and will need all the help it can get on the street. That means lots of chassis rise on both ends. Has...

Use any good penetrating oil put on them repeatedly for a few days to soak in, then heat the threaded block, and use a breaker bar back and forth till they come loose. Keep oiling them with penetrating oil, and you may be able to save them.

I see each option as addressing different stresses, so I would opt for both torque boxes and frame connectors. That would give you a very stout chassis, able to tolerate both hard cornering and drag launches. Why take a chance when there is so much at stake if you wrinkle a quarter? Once done...

I have a 65 Dart, and need a column that I can use in the fabrication of my coilover rack and pinion conversion. Fabricating the engine compartment end shouldn't be a problem for me, I just need to know what columns would work that have no column shifter. B body? C body? I would prefer a tilt...

The lower arms will take more beating than most would ever believe. My race Dart has 1500 lbs on the front, and has been on the bumper more than once, and most passes will pull the front three feet in the air , hitting fairly hard on every pass. Never an issue.