What Specifically Needs To Change? The following are areas where the racer should be allowed to make changes. The costs are rela-tively low, and most of the work involves labor, a commodity that is readily available to most racers. Building the car requires a lot of labor involving cutting and welding, so a few more hours is not too much to ask.

* Modify the upper control arm mounts. This can be defined as lowering the existing mounts or allowing aftermarket adjustable upper mounts to be welded onto the chassis.

* Allow the use of aftermarket upper control arms of various lengths so that the racer can modify the cambers and moment center location more easily.

* Allow aftermarket mono-ball joints and/or extended shaft ball joints to help reposition the moment centers and reduce camber change. A step further here would be to allow aftermarket spindles.

* Allow modifications to the upper control arm if it is to remain stock. This is required to eliminate binding when increasing the upper control arm angles.

* Allow the teams to install weight jacking systems in the front and/or rear end of the car so that the crossweight (bite or left-rear weight) can be adjusted for handling balance.

These desired modifications seem so simple when we look at them. By all means, let your officials and especially the track owner and promoter know how you feel. Feel free to show them this article, and e-mail or call the magazine if they have any questions.

We need the entry-level classes, and when these cars are designed right, it can be very good racing both from inside the car as well as when viewed from the grandstands. Then the cars will compete based on superior setups and the driver's skill level. And isn't that the way it's supposed to be?