Casey Currie Interview & Feature - CORR Conquest

Textbook-quality TIG welds are everywhere on this chassis. Had the fiberglass skins stayed in place, we never would have been treated to this view.

This truck was originally run by CORR veteran Art Schmitt. As delivered to Casey, the Howe steering rack had a 2.8:1 ratio. "It drove me nuts. I had to turn the wheel like crazy around the corners," comments Casey. "When we asked Howe for a 1:1-ratio rack, they were kind of surprised. Howe had no trouble building the rack; they just hadn't been asked to use that ratio before." The new rack makes for ultraquick steering, and Casey can steer lock-to-lock with less than one full turn of the wheel.

The front suspension is also built to CORR specs. Travel is specified at no more than 12 inches. Camber gain can be adjusted as needed by repositioning the upper control arms in one of three available positions.

Rear suspension is specified at no more than 14 inches, so a single coilover mounted directly to the axle works just fine. The dual-rate springs seem to be stacked upside down, with the lighter coil on the bottom. Ray Currie explains: "When combined, these springs yield a rate of 100 pounds. As soon as the slider hits the stop, the upper spring is no longer active, and the lower spring has a rate of 140 pounds." A Speedway Engineering sway bar keeps body roll in check.

No codrivers here! The G-Force four-speed takes the place normally reserved for a passenger. That blue-knobbed lever activates the rear brakes only, which brings the nose down when activated mid-flight. Motocross racers also use this trick to control airborne attitude.