As Crocodile Dundee says, “That's not an amp. These are amps!” It's an electronic crossover, the best-of0best of technology in its day. The large conduit has three 4 gauge leads for the amps.

Attitude means the weight transfer makes a huge difference on handling, specifically lateral handling. I upgraded the rubber in the suspension to urethane, and I kept the factory springs because “stock” replacement heights are all over the place. It rides like silk, 10x smoother than rubber.

Also, I had a front-end man who knew what he's doing, and dialed-in the alignment. I asked what the specks were; he said he didn't know. His machine only does 4 wheel alignment, so he shoots the four lines of the wheels, splits the difference, and calls it done. Lots of alignment shops will not do 2-wheel alignments because they don't know how. He said it usually results in an excellent setting, and “bring it back” if I wasn't happy.

Happy as a clam at high tide: I want to do a road-course someday, competing against modified suspensions. Based on lightweight, cat-and-mouse games around town in some corners, I'm pretty sure that none of the modified suspensions can hang. (That's why I didn't jack with the springs and kept the factory ones.) I keep horseshit games to a minimum, the reason I have been driving it for 30 years without wrecking it! An even bigger reason I would like to do a timed road-course is the manual drum brakes. That supposed to mean I would be at a disadvantage, but I doubt it because I haven't seen aftermarket discs that will stop a car. The logistics haven't worked for the past few years, but if I can weasel on in next season, I will walk the walk, instead of talk-the-talk, with paperwork to document the results.