340duster -- good idea! I've never even thought of that, but not sure if any such options existed back then or even now. The current setup works great for me and has proved itself very well.

Regarding coil-overs, John Sandbergs SCCA C/Prepared AAR eventually ousted the TBs (1.24) and he went to yet stiffer rate coil overs (becuase the 1.24 TBs weren't stiff enough... and had he considered swapping hexes he would have done that but concentrated on the entirely new setup instead).. and the class rules permitted the swap.... he did the same in the rear (ousting the metal xxhd leafs)... he completely re-designed the suspension front and rear (professionally engineered).. result: eventual higher class finishes/more wins and the SCCA national championship C/PL crown. There's a place for coil overs when the TBs aren't stiff enough. Suspension travel remains acceptable for the intended roads/courses driven (always following club rules!, etc). His previous TB/leaf complete overall setup, etc, now resides in his son's 73 440-6 Challenger (also has full fiberglass front end)... street/hwy driven, occasional road course lapping sessions.. an awesome car!

You can read about John's SCCA C/P AAR in Mopar Action issue August 2006 along with my T/A for most of the details. (John's AAR was also featured in Mopar Collector's Guide about 1-1/2 years ago.)

John did install splined sway bars front/rear.... many variable choices in that segment.

With the current shock technology out there and Firm Feel's willingness to make a custom diameter t-bar, I'd say that the rates are pretty well covered for everyone but all out race efforts. By using custom splined s-bars with modular arms, they will yield better on road handling and ride improvements for a street going car than going to wrist sized t-bars.

If you still need something bigger than a 1.24 t-bar for your race car, you can always convert to C body sockets and talk to Firm Feel about custom t-bars they can tool up for you in the 1.40 range, which is upwards of around 750# wheel rate, or roughly twice what the Hotchkis Challenger is using currently.

The only big advantage I could see of using the splined adapter in a stock suspended mopar would be to give you less expensive bar options so you could carry around dozens of sets to change out for track conditions. Even at that, you are only saving 50% per set, but, you also have all the upfront costs for the adapters.

Yes I agree about the not needing bigger bars. I have 1.12's and a full cage on my setup. I didn't really feel or exhibit any excess body roll and my buddy following me at the track up in Thunderhill West said the same thing. Granted I wasn't going that fast as it is a tighter track mostly in 3rd gear, but I never really felt that the front end was out of control or didn't want to go in the direction I chose to point it.

I have taken as much weight off the front end with fiberglass and aluminum engine parts though. It maybe a different story with big block iron engines. I feel that reducing the front end weight would balance the car even further, only then would I even consider 1.24 torsion bars