Ladder Bar Car: Trans Brake or Foot Brake?

Bill Rolik · 12-12-2008, 07:10 PM

Mike,

Thanks much for the input, and impressive numbers!

I would think that the 327 would react exactly as you have said, given the shorter stroke which would produce less low end torque. The 340 Mopar is actually closer to a 327 in that regard than a 350, and with a longer and heavier rod.

Both my Duster previously, and the Cuda looking forward, utilized the Comp Engineering Ladder Link with retention loops and a housing slider. In those "thrilling days of yesteryear", a slight right-side preload added became basically a set-it-and-forget-it. Rear leaf springs were/are 3400 lb factory Mopar Super Stock springs (same both sides) and will be retained. Rear shocks were basic 50/50 drag shocks from whatever supplier was offering a quality piece at the time. Tires were 12.2 X 31.25 or "W", or 11.5 X 32. I seem to recall 15-16 lbs for pressure was normal for either car. Front shocks were 90/10 in the Duster and orange Koni's in the Cuda. I can tell you that the Cuda is much more of a wheelstand-prone car than the Duster, and required fairly tight front shocks. There is every reason to think that today's shocks all around would be an improvement.

The back-to-back improvement with the radials is impressive. I am curious as to a comparison between bias tires and radials in terms of pressure: Given one vs. the other of equal size and rollout, and on equal-width wheels, are there different pressure requirements/tendencies?

Given the advances in current technology, product offerings, and rules revisions, there is a LOT of catching up to do. Starting with "Square One" is the plan.

Bill Rolik

12-12-2008, 07:10 PM	#12
Bill Rolik Member Join Date: Feb 2002 Location: Hasbrouck Heights, NJ Posts: 122 Likes: 1 Liked 47 Times in 9 Posts	Re: Ladder Bar Car: Trans Brake or Foot Brake? Mike, Thanks much for the input, and impressive numbers! I would think that the 327 would react exactly as you have said, given the shorter stroke which would produce less low end torque. The 340 Mopar is actually closer to a 327 in that regard than a 350, and with a longer and heavier rod. Both my Duster previously, and the Cuda looking forward, utilized the Comp Engineering Ladder Link with retention loops and a housing slider. In those "thrilling days of yesteryear", a slight right-side preload added became basically a set-it-and-forget-it. Rear leaf springs were/are 3400 lb factory Mopar Super Stock springs (same both sides) and will be retained. Rear shocks were basic 50/50 drag shocks from whatever supplier was offering a quality piece at the time. Tires were 12.2 X 31.25 or "W", or 11.5 X 32. I seem to recall 15-16 lbs for pressure was normal for either car. Front shocks were 90/10 in the Duster and orange Koni's in the Cuda. I can tell you that the Cuda is much more of a wheelstand-prone car than the Duster, and required fairly tight front shocks. There is every reason to think that today's shocks all around would be an improvement. The back-to-back improvement with the radials is impressive. I am curious as to a comparison between bias tires and radials in terms of pressure: Given one vs. the other of equal size and rollout, and on equal-width wheels, are there different pressure requirements/tendencies? Given the advances in current technology, product offerings, and rules revisions, there is a LOT of catching up to do. Starting with "Square One" is the plan. Bill Rolik