I have seen a few of these ss/ah cars being built the only thing I have seen is they take that little lip on the frame rails off for header clearance but that is it. They even have to use the stock floor pan between the frame rails in the rear.

You left out the part about the bubbles
over the front tires that were added for
tire clearance that NHRA then decided was
illigal and had to be removed so it would look "stock".

Don't the SS/AH cars also have rack/pinion steering?

No, they do not have rack and pinions. If they let us have them then every other car in SS would be able to have them. These cars are the ultimate in performance, but still have to adhere to the general NHRA super stock rules. The reason that the bubbles are illegal ( they never were technically allowed) is the rule that all the inner sheetemetal must be in it's original location. Same goes for Camaros, Mustangs, and any other application where there is an abundance of sheetmetal in the engine compartment. These are still just super stock cars. You should see how low the new GT cars sit, like the G6's and Cobalt's.....now those are low....

http://www.competitionplus.com/index.php?option=com_content&task=view&id=10391&Itemid=6

Some carporn to share

2 ways I can think of are dropped spindles or relocated suspension attachment ("pick-up") points. Back in the day, Jack Arnew used to widen the upper control arms, as he did on my old SS/IA Duster (and a lot of Mopars), and the wheels on my car are vertical even though it sits pretty low. Rest assured every part on a competitive car is optimized. I would think it highly likely that the K-frame spacers may not be present in an AH car, or the K is likewise "optimized" to get the nose down.

Jack Arnew was "THE MAN", back in the day!!

If you want the car done right take it to Mike. Hey, that rhymed. Mike Roth does it right, his SS/AH builds prove it.

Please explain 'widening the upper A arms.' Do you mean increasing the distance between the UCA bushings, or the distance from the c/l of the bushings out to the middle of the UCA ball joint taper? The former would imply widening the installation points where the bushings fit between the frame brackets - major surgery, indeed.
If its the latter, are there any other 'stock' Mopar upper control arms that have a longer distance than a stock A body arm but the same spread between the bushings? Stock does not have to mean stock A body, just stock Mopar, no?

You guys crack me up on the "honest answer" thing. There is no magic thing that makes the lower front end work. You just have to work at it and figure it out for yourselves or pay somebody that already knows what to do. Widening the control arms is not the answer, period. Mike

My reference to widening the upper control arms referred to the camber question, not lowering the car. It would have been more articulate of me to call it "lengthening", as the distance between the ball joint and the inner pivot is longer than stock on the arms I referred to.
My reference to changing the "pick-up" or suspension mounting points comes from the early "stock-bodied" TransAm cars, where suspensions were relocated and some very creative repositioning was done; many of these cars had what are basically tunnels (open along the bottom) so there's enough room to run the exhaust out to the sides, the cars are so low. In some old NASCAR racecars, the bodies & floors were separated and the floors moved up/bodies moved down.
I don't know specifically how the A cars achieve their low stance, but I have worked on and/or crawled under & around more than a few old T/A racers.

Make the UCA's longer by about 1" and move the pickup point for the idler on the K frame so you don't change lanes or smack the wall when the front comes back down.

I'm sure they do much more now but this was standard stuff in the late 80's/early 90's- I think most of it is right out of the old DC chassis book.

I used to know of a 71 Dart with the K frame, UCA's and LCA's out of a SS/AA car and the wheels would stay straight with the wheels off the ground or the headers touching the ground. With the stock stuff it would tip the tires in and turn right once you got lower than the OE bumpstops. He also had to switch from a 26" to a 28" tire up front to keep it from bottoming out.

keep in mind ah cars dont run much front end travel

I don't know who built Darren Smith's Super Stock 68 Dart but it is a work of art. I have crawled around under mine enough to know there is some serious work done on that car to move the front end components or frame.

A couple of front end pictures.

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