1 2 3
759NRNG
759NRNG SuperDork
3/13/18 9:28 a.m.

I'm in Texas, where is the shop?

Ron_Sutton
Ron_Sutton New Reader
3/14/18 8:32 p.m.

Car Year & Model: 69 Ford Torino
Competing in: Road Course Track Days
Front Clip/Suspension: GT Track-Warrior
Rear Clip/Suspension: GT Track-Warrior
Engine: Aluminum Ford FE 428" 750 HP
Trans: T56 6-Speed
Brakes: StopTech 14” ST60/ST40
Owner: Mark Milliron
Builder: Randy Chastain – One Off Customs

I don't have photos of Mark Milliron's front clip being built, but they get built in our proprietary jig fixture that insures everything is true & the critical suspension points are exact.  Each one is semi-custom to the car build. When they are done, they look like these.  

This is Mark's Torino, after Randy Chastain at One Off Customs removed the floor & firewall.  It's the chassis jig with the clip in place & the rear frame rails mocked up.  

 

Next update for this car will show your the center frame build & then the roll cage & suspension.

We're going to the Optima Ultimate Street Car event in Las Vegas for the weekend.  So no updates until Monday. 

Ron_Sutton
Ron_Sutton New Reader
3/15/18 10:22 a.m.

Car Year & Model: 70 Ford Mustang Fastback
Competing in: NASA TTU & Track Days
Front Clip/Suspension: GT Track-Warrior
Rear Clip/Suspension: GT Track-Warrior
Engine: Track-Warrior 3 LS7 700 HP
Trans: PPG Sequential Shift T56 6-Speed
Brakes: StopTech 14” ST60/ST40
Owner: Greg Weld
Builder: Randy Chastain – One Off Customs

Here are some photos with the mid-frame structure done at Randy Chastain's "One-Off Customs" shop. 

A few things that might not be apparent from the photos are:
* The outer rails are 2x2 x .120" wall
* The inner rails are 2x3 x .065" wall
* The cross bracing is 1x2 x .065" wall

The cross bracing is flush with the top rails, leaving a 1" void between the bottom of the outer rails & the bottom of the cross bracing.  This is where we run the brake lines & car wiring to the rear for fuel pump, tail lights, etc.  

The brake lines utilize two bulkhead fittings that go through the dog legs (at the firewall) & rear crossmember.  The main fuse block, Holley ECU, No-Lift Shift Controller & Data Logger all mount on the backside of the firewall, in the cockpit & under the dash on a rubber insulated panel to reduce NVH to the electronics. The wiring goes through the floor & into to that same 1" void to the rear crossmember ... where it then goes into & through the rear frame rail back to the cell & tail lights.  

The engine & trans are just "mocked up" & locked in place in these photos. We do this so the actual engine & trans mounts can be built & the exhaust can be run.  The headers & exhaust run down the center of the car.  

Later, there will be a "tunnel backbone" structure built into the car.  It gets super insulated to help keep the driver cool. Plus JET-HOT High Performance Coatings coats the headers & exhaust INSIDE & OUTSIDE with with their top line 2000° thermal barrier.  This is to reduce heat transfer to the transmission & driver.   

If you look close, you'll notice Randy fabricated a thin steel panel that attaches to the bottom & top of the fiberglass body rockers.  The panel has 6 rivnuts in it to allow the chassis to bolt to the rockers.  You can see the milled holes in the frame rails that allow access to these bolts from under the car (with the belly pan removed.)  The body is NOT quickly removable.  Impossible to seal off the cockpit if it was.  But the body can be removed in about an hour if needed for crash repair.  

We're going to the Optima Ultimate Street Car event in Las Vegas for the weekend.  So no updates until Monday.

 

Ron_Sutton
Ron_Sutton New Reader
3/26/18 1:20 p.m.

Car Year & Model: 65 Chevelle aka “G-Velle”
Competing in: Autocross
Front Clip/Suspension: AXT Track-Warrior
Rear Clip/Suspension: Ober-Link Rear Suspension
Engine: Mast LS3 625HP
Trans: Bowler T56 6-speed
Brakes: StopTech 14” ST60/ST40
Owner: Aaron Oberle
Builder: Aaron Oberle

My Buddy Aaron Oberle is out of the hospital now. Hopefully everything goes well. Here are some more photos of his great Chevelle Build with our AXT semi-custom front clip ... and Aaron's own design of 3-link he calls the "Ober-Link." Love it !!!

 

Ron_Sutton
Ron_Sutton New Reader
3/26/18 1:41 p.m.

Car Year & Model: 70 Ford Mustang Fastback
Competing in: NASA TTU & Track Days
Front Clip/Suspension: GT Track-Warrior
Rear Clip/Suspension: GT Track-Warrior
Engine: Track-Warrior 3 LS7 700 HP
Trans: Sequential Shift T56 6-Speed
Brakes: StopTech 14” ST60/ST40
Owner: Greg Weld
Builder: Randy Chastain – One Off Customs

The first photos here show the new steel inner rocker panel Randy builds for the fiberglass body.  They utilize nutserts.  The frame will have matching holes to bolt the rocker panels to the frame.  It will also attach in 6 other locations.  The body "can be" removed in about an hour or so.  The goal is not to make the body come off quickly, nor often, just if need be to make repairs.  

The odd braces are to keep everything true until the roll cage is installed.

Off to get the roll cage installed at Tolle Fab, a few doors down. 

Ron_Sutton
Ron_Sutton New Reader
3/30/18 6:26 p.m.

Car Year & Model: 70 Ford Mustang Fastback
Competing in: NASA TTU & Track Days
Front Clip/Suspension: GT Track-Warrior
Rear Clip/Suspension: GT Track-Warrior
Engine: Track-Warrior 3 LS7 700 HP
Trans: Sequential Shift T56 6-Speed
Brakes: StopTech 14” ST60/ST40
Owner: Greg Weld
Builder: Randy Chastain – One Off Customs

The roll cage structure is coming along nicely.

Decoupled 3-Link Mount for Top Links.  Decel Link bolts into the brackets. Accel link bolts into a clamp on jack-screw adjuster for quick & easy tuning.

With Body on ... before welding.

Building the front engine bay cage with our adjustable height coil-over mounts

Yes, that orange cylinder is one of the four air jax to make the car quick & easy to change tires & work on.

Ron_Sutton
Ron_Sutton New Reader
4/2/18 9:50 a.m.

Car Year & Model: 70 Ford Mustang Fastback
Competing in: NASA TTU & Track Days
Front Clip/Suspension: GT Track-Warrior
Rear Clip/Suspension: GT Track-Warrior
Engine: Track-Warrior 3 LS7 700 HP
Trans: Sequential Shift T56 6-Speed
Brakes: StopTech 14” ST60/ST40
Owner: Greg Weld
Builder: Randy Chastain – One Off Customs

A lot of people have been asking about the aero.  We're 6 weeks away from putting the body on & doing the aero, but I figured I'd give everyone a sneak peek at our high downforce dual element wing.  Custom designed for Ron Sutton Race Technology by top folks in the IMSA aero field.  

If you take notice, you'll see the dip in the wing is DEEP.  This is how we make serious downforce, but it does create more drag.  On a super speedway oval, low drag win.  On a road course, high downforce wins.  This wing intentionally is medium drag & high downforce.  It will eat up 30-60 HP on the straights, depending on the speed.  But the downforce when cornering will be nothing short of MEAN.  

Pairing this with our optimized nose design, big splitter, mean front air dam, side splitters, full smooth belly pan underneath & highly functional diffuser in the rear will create downforce upward of 2/3 of the car's weight.  

With this Track-Warrior build happening from start to finish in only 4 months, you will be able to see everything in a pretty short timeline. 

 

Ron_Sutton
Ron_Sutton New Reader
4/5/18 10:02 a.m.

Car Year & Model: 70 Ford Mustang Fastback
Competing in: NASA TTU & Track Days
Front Clip/Suspension: GT Track-Warrior
Rear Clip/Suspension: GT Track-Warrior
Engine: Track-Warrior 3 LS7 700 HP
Trans: Sequential Shift T56 6-Speed
Brakes: StopTech 14” ST60/ST40
Owner: Greg Weld
Builder: Randy Chastain – One Off Customs

More photos with update on the 70 Mustang wide  body Track-Warrior roll cage structure ... and first glimpse of the backbone structure we use in our GT & TA Track-Warriors. 

We now offer a tool we call the Scholl Fixture, named after Craig Scholl that gave us the idea when he created his own.  In these photos, you can see how we use it to place the slant top boss that welds top the roll cage bars.  This insures the boss, and the jack screw that threads into it, is parallel with the shock at ride height.  The tool is adjustable in height for any shock height we use.  The rubber donut on it is 3.5" OD ... the same as the OD of coil over springs ... so we can check for & maximize clearance before we weld it in.  While we have these tools for sale in our Catalog [URL="http://www.ronsuttonracetechnology.com/catalog/?page=384"]HERE [/URL]... we "loan" these to our clients that buy Track-Warrior clips to insure they weld the adjustable shock mounts in true. 

Ron_Sutton
Ron_Sutton New Reader
4/5/18 10:08 a.m.

Car Year & Model: 70 Plymouth Cuda
Competing in: Optima Ultimate Street Car & Road Course Track Days
Front Clip/Suspension: TA Track-Warrior Front Clip
Rear Clip/Suspension: GT Track-Warrior Rear Clip
Engine: Twin Turbo 488" R3 Dodge NASCAR Engine
Trans: T56 6-speed
Brakes: StopTech 14” ST60/ST40
Owner: Craig Scholl
Builder: Craig Scholl

Here are a variety of photos from Craig Scholl amazing Track-Warrior build of this 70 Cuda. Front frame clip & suspension first.

This is where the idea came from for our adjustable shock mounting fixture we offer today HERE. And this is the reason we call it the "Scholl Fixture."

The Ron Sutton Race Technology shock controlled, decoupled 3-Link & Watt's Rear Suspension with Craig's cage structure. 

Ron_Sutton
Ron_Sutton New Reader
4/7/18 5:22 p.m.

Car Year & Model:  1965 Buick Wildcat
Competing in: Track Days, Autocross, Optima planned
Front Clip/Suspension: RSRT GT Track-Warrior
Rear Clip/Suspension: Custom Torque Arm
Engine: Built Buick 455 Dry Sump
Trans:Tremec 6-Speed
Brakes: Wilwood
Owner: Jeff Peoples
Builder: Jeff Peoples

Jeff Peoples is an awesome guy, client & friend down in Mississippi that is building the coolest 1965 Buick Wildcat I've ever seen.  Being a "Buick guy" ... he is keeping the engine real Buick ... but it's a strong one with over 600 HP.

We met as he was correcting some things from a previous builder that needed fixing.  Jeff decided to replace the front end with the highest grip front end he could find ... and get bigger tires in the front ... to match his rears.  315's all the way around for awesome grip & turning.

Jeff purchased the RSRT Track-Warrior clip in the GT variety.  That is my highest grip front suspension design ... but requires the engine to be set back ... a lot.  The lower front pulley needs to be behind the FACL (Front Axle Centerline).  Here are some photos of his build as well as renderings of his target finished look.
 

thestig99
thestig99 Dork
4/7/18 6:07 p.m.

surprise

DeadSkunk
DeadSkunk PowerDork
5/10/18 5:28 p.m.

In reply to Ron_Sutton :

Any idea what the finished weights are for any of these vehicles?

Ron_Sutton
Ron_Sutton New Reader
5/10/18 6:02 p.m.

In reply to DeadSkunk :

Hi Warren,

The lightest one we've done is 2200# w/160# Driver.  The Wide Body 70 Fastback Mustang will be 2700# with 200# driver & aluminum LS.

The 69 Torino is not only a steel body, but the client kept a lot of the body bracing structure (which isn't needed).  So I'm estimating that car will weigh 3000# w/200# Driver.

What are you thinking of building?

DeadSkunk
DeadSkunk PowerDork
5/10/18 9:54 p.m.

In reply to Ron_Sutton :

I've been looking at all the details in this thread for ideas. I'm building a 1973 Corolla for the Challenge and would like to have a V8 in it. I intend to remove the front structure (it's damaged from a life of racing) and build a clip to accept the front suspension and steering from a Miata, The car is obviously all steel. I don't know the stock weight, but the internet suggests it's under a ton. I'm just trying to guesstimate what a finished weight might be. I can come up with a relatively cheap supply of 1x2, 2x3, 2x2, and 1.5x3 tubing, so I've been pouring over all these photos to figure out all the details.

Ron_Sutton
Ron_Sutton New Reader
5/11/18 10:24 a.m.

In reply to DeadSkunk :

Gotcha.  Sounds cool.  Except the Miata front suspension. 

From my experience (30+ years designing winning race cars in IMSA, NASCAR, Trans Am, USAC, etc.) Anytime you adapt suspension pieces to a different design & platform, you put yourself in a box trying to get the geometry optimum for grip.  The C6 Corvettes are a great example of that.  Those pieces were designed for that platform & to be set up at the dimensions they are in the C6 Corvette.  When companies or individuals utilize those parts in a custom build, where the engine needs to be over the FACL (not behind it) ... and the track width is different (typically not as wide as the C6) ... there is NO WAY to get all the geometry optimum. 

We find it is a "pick two" scenario.  You can get the roll center (grip) & camber gain (grip) good, but the bump steer (grip) is horrible, so the toe curve hurts the grip with travel.  Or you can get the roll center (grip) & the bump steer (grip) good, but the camber gain (grip) is horrible, so the bump curve hurts the grip with travel.  Or you can get the bump steer (grip) & camber gain (grip) good, but the roll center (grip) is horrible, so we have less grip at all suspension travel points. 
 

A much better way to pick a spindle & hub assembly ... hopefully one with various height ball joints available ... then map out the suspension for optimum camber gain, roll center & bump steer ... and build the arms, mounts & frame rails to work with those parameters. 

Performance Trends Suspension Analyzer 2.4B ($399) is a good software to do this. 

Best wishes !

DeadSkunk
DeadSkunk PowerDork
5/14/18 3:23 p.m.

In reply to Ron_Sutton :

Ron, on the Mustang,  what does that curved tube right by the right front air jack do?

Ron_Sutton
Ron_Sutton New Reader
5/15/18 10:25 a.m.

In reply to DeadSkunk :

Good question! 

We run the fuel lines in the passenger side frame rail.  In this case it's 2"x2"x.120" square tubing (so it has a 1-3/4" ID).  So at the front of the frame rail (at the firewall) and at the rear of the frame rail (at the main hoop) we utilize 1-3/4" OD tubing to direct the fuel lines the direction we want, while offering protection as well.  You'll see this in future photos I post of th eplumbing.  

P.S.  In the case of this Mustang, we run the airlines for the Air Jax with the fuel lines in the frame rail. 

759NRNG
759NRNG SuperDork
5/15/18 6:32 p.m.

I'm at a loss for words to describe this thread....this type of fabrication is to dream about....fantastic work!!!! 

 

 

Ron_Sutton
Ron_Sutton New Reader
5/15/18 6:44 p.m.

In reply to 759NRNG :

I'm glad you're enjoying it.  Anyone & everyone is welcome to ask questions.  laugh

 

Ron_Sutton
Ron_Sutton New Reader
5/18/18 6:07 p.m.

Car Year & Model: 70 Ford Mustang Fastback
Competing in: Track Car & Occasional NASA TTU races
Front Clip/Suspension: GT Track-Warrior
Rear Clip/Suspension: GT Track-Warrior
Engine: Track-Warrior 3 LS7 700 HP
Trans: PPG Sequential Shift T56 6-Speed
Brakes: StopTech 14” ST60/ST40
Owner: Greg Weld
Builder: Randy Chastain – One Off Customs

I've been so busy with client projects I haven't posted photos for quite awhile.  In that time a LOT of progress has taken place on Greg Weld's 70 Fastback Mustang Track-Warrior.  Here are a LOT of photos.  

Feel free to ask questions about any part of the build.

RR Air Jax shown. The 4 bosses welde to the main hoop are for the battery box. You can see the slotted lower 3-Link mounts.  This lets us get the lower links perfectly level for zero rear steer.  And we can adjust them up for positive rear steer (turn better on tight corners), or down for counter rear steer (more rear grip on fast sweeping corners).  

Here you see the whole powertrain inside the tunnel, as well as the exhaust. All of the exhaust will be coated inside & out with Jet-Hot's 2000° thermal barrier coatings to contain the heat inside the exhaust, where it needs to be, while protecting the transmission & driver in the cockpit.  

Our Slotted steering column mount lets us place the steering column in the best location. We use 3 u-joints in our columns.  One at the rack, the second you see to the right of the mount & a third, just inside the firewall.  This allows us to make the steering column "tilt" inside the cockpit to driver preference, without affecting the mounting location in the engine bay.


The RSRT tabs on the front of the monster 2.5" OD sway bar tube hold either 2" or 3" poly bushings for the radiator to sit in.  The bracket with the 10 little holes will mount the front end "receiver" ... and can be adjusted up or down after install.  

There are something like 72 lightweight Dzus fastener tabs on the bottom side of the chassis to mount the smooth belly pan & diffuser.  

Just mocking up steel floor panels after the pedals are all in place.

Every shop needs a "Shop Dog".  Layla is the most "chill" dog ever.  

The aluminum panel INSIDE the cockpit is rubber mounted to insulate the ECU & other electronics from NVH.  The two light tabs in the upper right mount the ARE dry sump breather.  The 4 below ... two on the cross tube & two on the frame that are hard to see ... mount the ARE 2.7 gallon dry sump tank.

Passenger side cockpit

Pedals  (Brake & Clutch are Wilwood) Throttle is a GM Corvette DBW

Battery Box installed.  We use a zinc "removable" battery box because ...
1.  Zinc will "resist" battery corrosion longer than paint or powder coat
2.  Eventually, it will corrode & look like crap ... and a new one can be bolted in.  

More to come.

Ron_Sutton
Ron_Sutton New Reader
5/18/18 6:07 p.m.

Car Year & Model: 70 Ford Mustang Fastback
Competing in: Track Car & Occasional NASA TTU races
Front Clip/Suspension: GT Track-Warrior
Rear Clip/Suspension: GT Track-Warrior
Engine: Track-Warrior 3 LS7 700 HP
Trans: PPG Sequential Shift T56 6-Speed
Brakes: StopTech 14” ST60/ST40
Owner: Greg Weld
Builder: Randy Chastain – One Off Customs

Greg Weld came & sit in the car for a seat, belt, pedal, switches, fire handle, steering & shifter fitting.


The man, the myth, the legend that is Greg Weld.  LOL
In all seriousness, it was great to see Greg. For those that don't know, he is battling cancer ... again ... in a different area.  

Fitting went well.  We work out seat position first ... relative to the pedals.  Then we dialed in the steering wheel location ... switches, fire pull handle, shifter, etc.   

The orange thingy in the upper left is the Air Jax "Wand".  You push it into the fitting to lift the car.  Then tap it & pull it out to lower the car.  This particular system is my favorite, because it uses Big Bore jacks.  That let's us utilize lower nitrogen pressures.  150 psi lifts a 2900# car.  200 psi lifts a 3850# car.  250 psi lifts a 4800# car.

In this photo, you can also see the fire suppression bottle & the FAST driver cooling system to provide cool water to the driver's cool suit & cool air to the driver's helmet. Anyone that has done this knows the cockpit can be 40° hotter than the air temperature on track days.  Keeping the driver cool ... to be safe, drive better & have more fun ... costs about $1500.  

Two things have saved more lives than ANY other safety device in the last 20 years ... HANS devices & full containment seats like you see here.  

This one is a heavy duty ButlerBuilt road race seat spec'd by me, with head & shoulder supports (to prevent injury/death in side impacts) and set back headrest (to provide room for HANS). Best protection available for $899.  See them HERE.  

You can't see the 4 slotted brackets we use on the chassis to allow the seat to be moved fore or aft by loosening & re-tightening the bolts.  This does require a new rear seat support to be made, as we don't slot those typically.  

Ron_Sutton
Ron_Sutton New Reader
5/18/18 6:09 p.m.

More build update photos ...

Feel free to ask questions about any part of the build.

NiCopp brake lines go through frame with special 2" long bulkheads.  

You can see all the triangulation & braces in the engine bay.  Most folks don't realize this is where the most force & flex happens.  When this area is rigid ... the tires see the FULL load of the force & create optimum grip.  Any deflection is this area REDUCES tire loading & grip.  

Body bolted to the chassis just for mock up.

If you pay close attention to the body mods, you can see how aero smooth this body is & how clean the airflow is over the roof & too the massive rear wing we'll run.   

Firewall mock up, before stepping the sheetmetal.  Firewall, floor & rear bilkhead are are STEEL, for increased fire protection.  We seal every seam with a special fire retardant 3M product.  

Dash mock up.  (It will be capped on the ends & mount to the final X door bars once they are installed).

Firewall sheet metal in place.

More firewall sheet metal.

Interior sheet metal showing the trans tunnel.
Notice the U-shaped tube that the steering column mount clamps to.
This clamp is easy to adjust to move the steering column/wheel up or down.

Rear bulkhead sheet metal & rear deck sheet metal being mocked up.

Different angle

Basic dash before Autometer digital dash & style added.  

Better angle of rear deck sheet metal.
The three tabs on the right are for the seat & harness mounts

Ron_Sutton
Ron_Sutton New Reader
5/18/18 6:10 p.m.

Car Year & Model: 70 Ford Mustang Fastback
Competing in: Track Car & Occasional NASA TTU races
Front Clip/Suspension: GT Track-Warrior
Rear Clip/Suspension: GT Track-Warrior
Engine: Track-Warrior 3 LS7 700 HP
Trans: PPG Sequential Shift T56 6-Speed
Brakes: StopTech 14” ST60/ST40
Owner: Greg Weld
Builder: Randy Chastain – One Off Customs

Even MORE photos of the build.  

Custom Headers & Exhaust here ...
* The headers & compete exhaust will be coated by Jet-Hot with their 2000° thermal barrier INSIDE & out.  This provides a double layer of thermal barrier to keep the exhaust heat in the exhaust, and much less heat radiating to the transmission & cockpit.



The headers & exhaust are a truly "Tuned" System.  I utilized an exhaust flow program that allows us to input every variable about the engine, cam, etc ... and know where the "pulses" are.  This system allows me to design headers with the optimum primary tube length & diameter.  In this case, these are 3-step headers.  With the initial tube size 1-3/4", then steps up to 1-7/8" & finally steps up to 2" before merging into 3-1/2" collectors.  The program provides me with the optimum length for each step.

In the exhaust after the collectors ... which is also 3-1/2" ... the software program allows me to put the X pipes, H-pipes, mufflers, venturi collectors and/or diffuser cones in the optimum locations.  Frankly ifthese are put in the wrong location, based on where the exhaust pulses are, any of these can hurt power, instead of help it.  
* I saw a car one time with the X-over pipe in the exact wrong location.  When they removed it & just ran straight tube, they picked up 45HP.  That's how much power can be lost if the pulses run into each other at the wrong location.  

We use diffuser cones in the exhaust to help reduce the sound dramatically.  Many tracks have db limits these days.  If it placed at the right location, there is no power loss.  Sometimes, even a slight power increase.

Ron_Sutton
Ron_Sutton New Reader
5/23/18 2:39 p.m.

Hey Everyone!  Two Quick Announcements


1.  I'm outta here for 10 days.  Going on my annual family vacation.  This year we're in Yosemite with NO cell service!  :)
* So I won't be posting on here or answering questions until after I get back June 4th.  

2.  Ron Sutton Race Technology is having a huge sale. I call this one: The Boss is Gone on Vacation Sale !
We only hold a "SALE" twice a year. Once during the end of year Holidays ... and once RIGHT NOW - May 23 to June 1st
* Dave Hanson & Susan Kinnicutt are Handling the Big Sale while I'm Gone.  
 
#1 - FREE SHIPPING on EVERYTHING in our Catalog during this sale !   Save $100's if not $1000+
#2 - Plus - Free 2018 Ron Sutton Workshop Ticket (Regular $349) with any purchase over $1500
#3 - RSRT Bonus Bucks to Spend on ANYTHING in our Catalog !!!  (See each item for amount)

See ALL the Sale Specials HERE
See Online Catalog HERE

-------------------------------------------------------------------------------

If you need anything while I'm gone, contact ...
 
 Dave Hanson (Sales Manager)
 844-722-3832 Ext 1
 [EMAIL="Dave@RonSuttonRaceTechnology.com"]Dave@RonSuttonRaceTechnology.com[/EMAIL]
 
 Susan Kinnicutt (Office Manger)
  844-722-3832 Ext 3 (Only while I'm gone)
 [EMAIL="Susan@RonSuttonRaceTechnology.com"]Susan@RonSuttonRaceTechnology.com[/EMAIL]

DeadSkunk
DeadSkunk PowerDork
5/29/18 1:10 p.m.

Ron, in the earlier build photos of the Mustang there's a full width cross member right in front of the rear frame kick-up, complete with a nice U-shaped cutout. Later photos it's gone. Would the rear axle have enough droop for the drive shaft to contact that area, or was it removed for another reason?

1 2 3
Our Preferred Partners
YU3eMW9MN9GmyjZlXE59yVEz9SzxeTEaVLEEfOUxUETA69pCI9APnZYXRs7XG2g7