Now it was time to see if the Nitto tires were worth any gains. After mounting the Nitto radials, we drove the car for a few miles and did a few dry hop launches to break em' in. Just for testing, we started out with 22 psi in the tires. After that, we gave the 440 a half-hour rest to cool-down. We've watched our Primedia cohorts have success testing the Nittos by spending an extra 2-4 seconds in the burnout box. So we started out by trying a 6-second burnout. Upon launch, we forgot to slow motion stab the gas pedal. This resulted in the radials spinning excessively, so we lifted and aborted our first run on the Nittos. After getting back to the line, we remembered to take it easy on the throttle pedal and ease it out, but still had tire spin resulting in an 11.50 at 121.18 with a 1.80 sixty-foot time. For the next run we dropped the tire pressure to 18 psi and extended our time in the burnout box to 8 seconds. With improved tire temperature, the car hooked up a little better with a 1.72 sixty-foot time, and the R/T boogied to an 11.22 at 121.33 mph. Now we had our foot timing dialed-in for the best e.t. with the street/strip radials. Out of the hole for our third pass, we saw the scoreboard read a 1.70 sixty-foot time, and we knew we were on a good run that resulted in a better 11.20 at 122.01 mph. With that, we were content with the fact that the Nitto's managed to get us within a tenth of the bias-ply slicks. A tenth is not much of a sacrifice if you are not a hard-core racer, considering the extended tread life they offer.
Randy's Ring and Pinion only carries 28-inch (A-Body) and 30-inch (E-Body) axleshafts for the 8-3/4. Randy's sent us a set of cut to length axles. We found a local machine shop to do the deed for us. The new axle is equipped with the nonadjustable-type Green bearings. The Randy's axle is also 15-percent stronger than stock axles. | 
Magnumforce offers their tubular UCA (upper control arms) either with adjustable or bushed mounting points. The adjustable UCA comes with strong Teflon-lined heim joints. The bushed UCA are nonadjustable with pre-installed poly bushings. We chose the adjustable arms, which feature more available camber adjusting for better handling (road racing). The adjustable UCA also allows added positive caster that can aid in straight-line high-speed stability (drag racing). Either tubular UCA comes with the upper ball joint installed. We had ours powdercoated a subtle gray color. | 
Check out how our LCA bushing deteriorated from nearly 40 years and over 100,000 miles of use. Also, notice how the LCA shaft is off center inside the beat-up bushing. This causes the alignment to change with suspension movement while driving. Once the new bushings and shafts are installed (centered), our B-Body will hold its alignment and show improved road holding manners. |
Ready to pack it up and go home, we decided to make a last run for the day, just for fun. On that last run, we equaled our best sixty-foot time of the day: 1.70, but heard and felt something break at about 100 feet down-track. Suddenly the Dodge was pulling hard to the left. We coasted off the track, and cautiously drove back to the pit area. We jacked-up the rear and discovered the left-rear tire was freewheeling without any resistance from the Detroit-locker-not a good sign. The stock axle had finally screamed uncle.
On top is the original strut rod with rubber bushings. FFI's adjustable strut rod (bottom) was ordered with the firmer and stronger poly bushings. The adjustable strut rods allow you to set more positive caster to also enable better high-speed stability. | 
We sandblasted the LCA before removal of the shaft and bushing. Just Suspension carries the American Muscle line of suspension tools. This tool (bottom left) makes removal of the LCA shaft a cinch. When the shaft is removed, the rubber bushing is cleaned out and the outer shell stays in place. Then the poly bushing and shaft slips in with some grease. The greaseable LCA shaft and poly bushing (top) is a Firm Feel Inc. exclusive product. | 
With the LCA and strut rod in place, the UCA, upper and lower ball joints, spindle, disc brake bracket, and tie rods were all bolted in. Notice the shock and torsion bar are disconnected. Here we are checking for binding while moving the assembly up and down by hand. The LCA, UCA, and strut rods were only tightened to 10 lb-ft before we checked suspension movement. Don't torque the moving suspension parts until the car is at rest. |