The main point I showed up to discuss was headers on built motors, and I'm glad it looks "pretty certain" we'll be allowed to run them on built motors. There's zero reason for us to have a 100 lb penalty AND exhaust manifolds. The headers won't allow us to make THAT much more power (especially given how similar the engines are OTHERWISE.) We're not asking for it to go faster, we're asking for it because it's a huge pain in the ass to keep running manifolds--especially center dumps. Hacking up the crossmember to make them fit, constant exhaust donut leaks, cracked manifolds, buying them new for $150ea or scrounging around for used ones... Buying a $180 set of headers, bolting them in and never worrying again is a really big deal.
Give us the headers, keep the 100 lbs on there. If it somehow seems the built motors suddenly kill everyone down the straight for the first half of the season, whatever, add another 50 lbs or something. It's not about the performance, it's about the hassle.
I also voted in favour of the fibreglass bodies, but I really really REALLY hope that that comes with careful planning about the weight placement. It's not the overall weight that's the problem, is that fibreglass bodies will have their average weight LOWER relative to the ground.
Rear Suspension (GM METRIC CARS OR CARS ORIGINALLY EQUIPED COIL SPRING REAR SUSPENSION
9-inch Ford rear end can be used as an option. An approved aftermarket third link is allowed and may be no longer than lower trailing arms. Lower trailing arms must remain stock or magnetic steel aftermarket of the stock length +/- 0.5 inches and in stock position on frame.
Optional Panhard bars are to be fabricated from steel. Rod ends (Heim joints) must be steel. Bar length may be adjustable to maintain the rear axle housing centered in the chassis. Bar attachment to be fabricated from steel and mounted with the pivot point on the rear axle tube no further than the inside of the rear spring and not lower than the bottom of the axle tube. Frame bracket may be braced towards the chassis. Bar attachment to the frame bracket may be a steel or aluminum slider type. Panhard bar may have a fixed adjustment.
REAR ENDS Stock passenger car unit for that make only (excluding coil spring cars), must have same wheel bolt pattern as front end. Integral type rear end with horseshoe clips holding the axles in may be tack welded to prevent fall out. C clip eliminator kit may be used on rear axle assembly. Integral type rear ends may be replaced with larger integral units of same make providing the track width dimensions stay the same for that year/model of car. Magnetic full spool highly recommended.
For 2011 a 9” (nine) floater rear end complete with disc brakes will be allowed however a weight penalty will apply. For 2010 the weight penalty will be 50 lbs ( fifty pounds) applied to the total weight as found in this document.
From what I'm Reading you can run a ford 9in on the leaf springs.
And also, what are spring blocks compaired to adjuctable coil sping spacers, they come in different heights and adjust wedge like a spring spacer. and the other allowed rear suspension changes for the metric cars were made to help them keep up with the novas and camaros by lowering the rear roll certre
No wonder the tech guys get frustrated ???
Never did I say anything about safety. I don't want to go there, some were still using stock axles and welded c-clips.
No where did I say that a 9" should or shouldn't be allowed. They are and thats that.
My only point was the ability allowed the 9" for quick adjustments. Originally, this was not allowed on the metrics with rear coils. In come the 9's and boom, rear jack bolts and link adjusters- all through the rear deck with wedge wrenches.
At the same time, the cars that were already racing the division with 10/12 rears and leafs springs couldn't even add extra holes to the rear shackles. You had to have a series of different shackle lengths to make those adjustments. Or, un-clamp the spring from the axle, add/subtract spacers, then tighten and square up the rear. A big big difference in time taken to adjust ride height androll centre.
I figured as long as there was a weight penalty, let them do it. Otherwise, take away the ability to use wedge wrenches and quick adjustments, leave that to the late models and mods.
Doug buddy you 're post kinda sounded like you opposed the 9" deal, sorry if I misinterpreted it. I can understand your frustration looking back but looking forward I hope the new regime will take care of those issues. I really didn't adjust the car much all year as far as the rear was concerned. I only put on adjustable shackles to "find " the spot that worked. As for the mounting and location of the springs are car was painfully maintained stock, right down to the OEM front spring mouts with the three bolts. I was unaware adjustable front mounts we're being used.