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I still haven't had a chance to get out to test the new top end setup but i did pick up some dirt tires for the car.

another cool prospective of my car. how it started when it was first built by baja shop in 99 to where its at now.

whats in that spring of 2000 mag im curious if Roger tebo's (now mine) Baja shop car was ever in one.

Havasu may be the closest im aware of. Sean Ritchie is your man.

From what i have seen the LS9 MLS gaskets are a great choice as well

I like to use the tech 735 bead sealer and Staflo, clean the beads of the tires really well and the bead walls of the wheel and you wont have any issues. The first time i did this i only put a tiny bit of staflo in and they sealed up really well until the summer came around and dried it all up...

Steve Cole. 520-349-2364

Tuning went very well. Steve Cole is a magician with these cars. This car before the new top end made 305 to the wheel so I got a good 120 horse out of her with a heads cam and intake package which should really wake this thing up. Average seems to be around 25% for parasitic drivetrain loss...

I no longer need that cover if you're in town its available for sale.

Well I'm a psycopath and decided to do some summer upgrades early. I had a fast intake laying around and some stock 243s so i decided to have them cnc ported with a valve job and .660 spring set. while i had it apart i did a new Melling oil pump full roller timing set a new cam ls7 lifters...

i went through the exact same issues my main problem wound up being the coil overs had a ton of valving in them so after eliminating the valving in the coil overs, taking a tiny bit out of the bypasses and springing the car correctly its night and day difference.

With dual-rate springs at ride height both springs are active (combined rate = softer). At crossover the upper spring collapses (coil binds or is blocked), and only the lower spring works. After crossover you’re on the stiffer main spring. If the rates are very far apart for example lets say...

with this information without knowing the wheel rate. your spring rate should be around 212 that would be a 400-450 you can split this a little and go with a 375-500 its a little bigger split than we would like to see but it will help with bottom out control if the cross over collars are...

I just modified my calculator to hopefully make it make more sense. grab all of the specific measurements needed for the green cells and you should be able to figure out exactly what is needed.

this is a good example of wheel rate. I ran a 450-500 in the rear of my ls s4 car that weighs approximately 2800 lbs. and it was too light with very little bottom out control. The best way we can help is to grab some measurements and we can get you dialed in.

Bucking is typically a valving issue or bypass adjustment issue unless the car is so over sprung the bypasses cant control it. 500-600 may be too high. 300-500 gives us a 188 spring rate this seems low for a ls car, that would make the corner weight 750lbs but motion ratio comes into account as...

i was going to say the same that's too big of a split between the upper and lower. grab this measurement for us. this is a quick check and not exact but is a good starting point. droop the rear suspension all the way out. without the limit strap. loosen the preload collar all the way up to...

Linc is correct, if the ring and pinion is broken the open diff will still function as it should spinning within the diff carrier but if both wheels are trying to roll in the same direction it will spin the ring and pinion which could be jammed up stopping the car from rolling forward. if the...

You're correct. A very light shim stack will help the bypasses a little but if you want your bypasses to have complete control remove the valving in the co completely. as mentioned before the piston alone will add the slightest bit of dampening and the nitrogen pressure will add very little...