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Brent Jarvis is running the Dragvette 6-Link at the Road of America Road Course in Wisconsin! He is far out ahead and attempting to lap the competition!
A picture of Brent's set up of the 6-link under his 65 Corvette.
A picture of Brent's set up of the 6-link under his 65 Corvette.
Email from Brent Jarvis after the race season.
Hi Steve,
Here is a couple better pix of my blue 65 L88 Road Race car. The car competes in Vintage racing in the Extremely competitive Group 6 in class AP. The car has 700 hp at legal weight of 2950 lbs without the driver.
The Dragvette suspension works perfect for what we are doing by controling the camber gain. We were able to finally hook the rear of that car up off the corners. The biggest problem with the road race a vintage Corvette is rear tire traction. Especially the Big block cars. They are for ever "Loose".
This new setup did in deed trim a full 2 seconds off of our lap times at Road America. We then started running at the front of the pack qualifying on the pole and ending up in victory lane. This is what all racers want!
The data on the tires confirmed what I was looking for. After a couple pressure adjustments and finalizing camber I was able to get an even read in tire temps acorss the rear tire tread and the tires last longer to! This all equals better traction and faster lap times for us with the Good Year Blue Streak Bias Ply 15 x 800 tires.
I have also used this on highly modified radial tire cars that we use on the street with occasional track or auto cross usage. With the larger size wide radials and high powered engines we keep the big tires as flat on the ground as possible to maximize traction. I use about the same settings as my Bias ply race car. Again the Drag Vette setup to the rescue. The cars hook up better and run better on the auto cross tracks.
We can now control the camber and set it where we want and it stays put through out the travel. Control of your suspension settings and geometry is what any racer or crew chief wants. Some of the problems we had were outer wheel bearing failure, stress on the inner posi case, u-joints, spider gears, inner axles, and spider gear shaft. This is all due to the fact that GM's antique IRS design uses the half shaft as the upper control arm. So there is an unbelievable amount of lateral stress on those parts ion a Road Race car. The Dragvette fixes this problem and takes a lot of the stress off of those parts. We went form rebuilding the center section every two events to just running it and not worrying about it at all. That's money in the bank!
-.5 to -1 degree Camber is what has worked best for what we do. For a drag only car I set it at Zero.
These numbers may not be for everyone but they work for us. Hard core radial racers may want to dial in some more camber. The thing is you can do that and stays where you set it.
Great parts, Great Service. Thanks!
Here is a couple better pix of my blue 65 L88 Road Race car. The car competes in Vintage racing in the Extremely competitive Group 6 in class AP. The car has 700 hp at legal weight of 2950 lbs without the driver.
The Dragvette suspension works perfect for what we are doing by controling the camber gain. We were able to finally hook the rear of that car up off the corners. The biggest problem with the road race a vintage Corvette is rear tire traction. Especially the Big block cars. They are for ever "Loose".
This new setup did in deed trim a full 2 seconds off of our lap times at Road America. We then started running at the front of the pack qualifying on the pole and ending up in victory lane. This is what all racers want!
The data on the tires confirmed what I was looking for. After a couple pressure adjustments and finalizing camber I was able to get an even read in tire temps acorss the rear tire tread and the tires last longer to! This all equals better traction and faster lap times for us with the Good Year Blue Streak Bias Ply 15 x 800 tires.
I have also used this on highly modified radial tire cars that we use on the street with occasional track or auto cross usage. With the larger size wide radials and high powered engines we keep the big tires as flat on the ground as possible to maximize traction. I use about the same settings as my Bias ply race car. Again the Drag Vette setup to the rescue. The cars hook up better and run better on the auto cross tracks.
We can now control the camber and set it where we want and it stays put through out the travel. Control of your suspension settings and geometry is what any racer or crew chief wants. Some of the problems we had were outer wheel bearing failure, stress on the inner posi case, u-joints, spider gears, inner axles, and spider gear shaft. This is all due to the fact that GM's antique IRS design uses the half shaft as the upper control arm. So there is an unbelievable amount of lateral stress on those parts ion a Road Race car. The Dragvette fixes this problem and takes a lot of the stress off of those parts. We went form rebuilding the center section every two events to just running it and not worrying about it at all. That's money in the bank!
-.5 to -1 degree Camber is what has worked best for what we do. For a drag only car I set it at Zero.
These numbers may not be for everyone but they work for us. Hard core radial racers may want to dial in some more camber. The thing is you can do that and stays where you set it.
Great parts, Great Service. Thanks!
Email from Brian
Just thought I would let you know that according to my G-tech Pro SS
I pulled a max of 1.51 lateral G's through the corners in a canyon running session, with several that were routinely over 1.00G. This was done with 275/60/R15 drag radials on the back, and 245/60/R15s on the front.
No telling what it will do once I get some 19's with low profile Eagle F-1s, and an LS3.
76 vette, NA cast iron 350ci, 2950 pounds, with $90.00 anti-bump steer kit.
Dragvette~ 6-link, half shafts, billet caps, drive shaft loop.
Thanks again.
Brian M.
Email follow up from Brian
FYI~
Today after more tape review, I found a 1.8 G, I wasn’t going to send you a second email. I’ve lightened the car up. I never heard the tires squeal I am not sure it's a good reading. I wanted to add some of the other modifications I had made on my Corvette. I didn't want anyone to be miss led I have freshened up some of the stock parts.
The car has all polyurethane-bushings in the suspension, KYB shocks, new coils on the front, and a fiberglass mono-spring in the back. I might be able to find some recent pictures to go with your post. I could even edit a short video of the run with the G-tech in the window for authenticity, and send it to you.
I have no problem helping you sell parts Steve, you have been very generous with your time doing this for C-3 guys.
Brian M.
I will contact Brian for a video. It is a well documented fact that a Corvette of this vintage pulled .75 Gs in the corners from the factory, anything over 1 G is excellent.
Just thought I would let you know that according to my G-tech Pro SS
I pulled a max of 1.51 lateral G's through the corners in a canyon running session, with several that were routinely over 1.00G. This was done with 275/60/R15 drag radials on the back, and 245/60/R15s on the front.
No telling what it will do once I get some 19's with low profile Eagle F-1s, and an LS3.
76 vette, NA cast iron 350ci, 2950 pounds, with $90.00 anti-bump steer kit.
Dragvette~ 6-link, half shafts, billet caps, drive shaft loop.
Thanks again.
Brian M.
Email follow up from Brian
FYI~
Today after more tape review, I found a 1.8 G, I wasn’t going to send you a second email. I’ve lightened the car up. I never heard the tires squeal I am not sure it's a good reading. I wanted to add some of the other modifications I had made on my Corvette. I didn't want anyone to be miss led I have freshened up some of the stock parts.
The car has all polyurethane-bushings in the suspension, KYB shocks, new coils on the front, and a fiberglass mono-spring in the back. I might be able to find some recent pictures to go with your post. I could even edit a short video of the run with the G-tech in the window for authenticity, and send it to you.
I have no problem helping you sell parts Steve, you have been very generous with your time doing this for C-3 guys.
Brian M.
I will contact Brian for a video. It is a well documented fact that a Corvette of this vintage pulled .75 Gs in the corners from the factory, anything over 1 G is excellent.