Duntov Classics, LLC manufactures specialty high-performance parts for sale and markets brake, chassis and suspension parts for the restoration of 1963-1982 Corvettes.
Most race cars with as much power as we run have large diameter tubular axles. On the outboard side of our driveline, we are stuck with a 50 year old spindle support housing design that dictates an axle diameter of only 1.063 inches. The original axles handled up to 375 HP on tire patches that were 5 inches wide. With twice the power and twice the tire patch, the load on the spindles has gone up dramatically. We would not race on a stock spindle. These come with ARP 7/16th or 1/2 inch wheel studs in either the stock length (for steel wheels), or 3 inch as shown.
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Most race cars with as much power as we run have large diameter tubular axles. On the outboard side of our driveline, we are stuck with a 50 year old spindle support housing design that dictates an axle diameter of only 1.063 inches. The original axles handled up to 375 HP on tire patches that were 5 inches wide. With twice the power and twice the tire patch, the load on the spindles has gone up dramatically. We would not race on a stock spindle. These come with ARP 7/16th or 1/2 inch wheel studs in either the stock length (for steel wheels), or 3 inch as shown.
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No core is required, but we will give you $30 per caliper if you put your old rebuildable calipers back in our boxes and send them to us. The core return information will be in with your new calipers.
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These are stainless steel sleeved Delco J56 Calipers. The twin pin design keeps the pad from moving around in the caliper housing, and is a good idea, particularly in the front. An additional benefit is the ninety degree bend in the top of the backing plate which adds stiffness to the pad. Our calipers use the tried and true GM lip seal pistons with titanium insulators. They come with either our Gold or our super premium Platinum racing pads. Select Front or Rear.
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These are the best inexpensive double adjustable conventional shocks we have found. We will set them up for you, and work with you to help you dial them in to your car and track.
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These hubs are a better way of increasing the track of your Corvette without having to use a stack of spacers. When used on the rear, you can use the same wheel offset front and rear without exceeding the usual front track limit. These are sold in pairs and come as shown with 3 inch 1/2 in-20 ARP studs and 1/2 in- 20 lug nuts to secure the assembly to your axle flange. The hub is one inch thick and the studs therefore extend out that one inch plus the thickness of the spindle and the caliper hat.
If you are running an engine with less than 500 HP, you are probably safe to go with good, solid 3 inch OEM half shafts. If you have any more power than that, it would be prudent to go with 4130 chrome moly half shafts. We supply these with the best Spicer U-Joints and Spicer flanges.
This looks like a street car shock, but it is definitely a proper vintage Corvette custom racing shock. We have tested and have run these shocks right out of the box. Install them and forget them, as they will work for the typical 2800 lb vintage Corvette club racecar.
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We spent the better part of a year getting our new aluminum vintage wheels just right. They are the lightest vintage wheels on the market at only 14 lbs for the 9.5 inch X 15. They are available in 8.5, 9.5 and 10 inch widths in three offsets. We run 4.75 inch offset all the way around (as measured in the pictures), which requires our Stud Hub at the rear for proper inside clearance.
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This product has multiple variants. The options may be chosen on the product page
This hardware locks the leaf spring to the trailing arm. It is required with our rear sway bar, but it is a good idea to run it whether you run a rear sway bar or not. This linkage prevents the trailing arm from floating off the spring as you crest hills. Included are the four expensive high misalignment spherical bearings and the mounting hardware as shown.
