@@bobbywalter5320 It definitely more advanced than ikea work or change the oil. But most of those welds look like tigged on the frame. Building that your self would easily be 800+ with detail blueprints.
Jeff and his son are nice guys (I have had long conversations with the at the PPG Nationals). They build awesome stuff. I will, one day, build something with a G Machine chassis.
@@LG123ABC with modern computer design and materials, unibody is absolutely better for performance. The stuff from the 60s and 70s, not so much. They just couldn't really build them stiffer than a full frame back in the day, hence the use of things like subframe connectors.
I believe unibody construction is lighter too, but back in the day it still wasn’t as stiff as a full frame. High horsepower applications used to twist the heck out of early unibody designs. 🎠
A set of Tourqe boxes front and rear and and bolt on QA1 upgrade of the Stock Torsion bar suspension as well as a set of Super Stock springs would be better than that. Speedway Engineering spline drive sway bars are 2way adjustable. A Tremec TFX 5speed would eliminate the need for hacking, and Strange 60 is stronger and cheaper and eats less hp than a 9” for 20lb difference in weight. A narrowed Dana 60 out of a 3/4 van with passenger axles and a Detroit locker diff with much lighter preload springs for smoother engagement would be cheaper still with no loss of strength. One reason Detroit lockers get a rap for clunkiness is that most were set up for 1 ton trucks weighing 6-7000 lbs. Preload springs are available from the mid 40# weight to over 110lbs.And all the above for about half of the $20,000.00 above even with big brakes and a new steering box. .
@@gamalierrodriguez7513 I would imagine that designing of drop in frame for a car that was never intended to use one would require several concessions that would reduce the effectiveness of the piece. Can't use that fancy front suspension if you don't cut up the front a fair bit. If you have the 20k for the chassis, chances are you're probably not installing it yourself anyway.
How is adding a full frame to a uni -body car achievable to the average gearhead watching this episode? Exactly where is someone going to be able to use the car's new capabilities?
Grand national is like most of the affordable sports car. It's a nice mach up like. The possibilities are there for putting your hand at the craft and make your performance yourself. It was cruel and intentional taking trades out of the School's.
I hope you are right!!! I was always in love with old mopars and drag raced a 65' Coronet 500, but on the streets it felt like I was driving on marbles.... Yeah, If I could spend that kind of money, I would. It's just not in the cards for most..
Compared to modern musclecars the original 1971 drive/feel can only be described as sloppy/sluggish. Bring on the restomods for me. Classic styling and modern performance levels……together at last. 🚀 🛸
I am convience that the unibody is a better set up when come down to endurance and driving around curves. That lot of cutting you better know exactly what you doing because this is NOT FOR THE DIY type of person unless you got SKILLs nice video over all someone do exactly like they do on the same type of car could pull it OFF.
This is the second time I've seen this type of change on a old Mopar. Apparently they don't know that the suspension factory design and geometry was won of the best in history... especially on the later Barracudas. Between the roll center being properly positioned in the angles of the front suspension, the use of torsion bar to transfer this stress deep into the main body of the car, the anti-squat design of the control arms with offset pivots that radically improve braking, and the unequal length rear springs that acted as traction bars, but still gave a soft ride, there is little today that can be improved upon accept maybe independent rear suspension. You've now taken a chassis that was hundreds of pounds lighter than the competition and made it heavy. Some research needs to be done before making these kinds of changes. There are books written on just the suspension design of the Mopars. I had a 1974 Dodge Dart With a small block and with just some simpler upgrades to heavier torsion bars, and extra leaf in the rear springs, and added the optional factory front 3/4 inch swaybar and Diplomat rims with 225-60 tires, I could chase z-28, Preludes, etc around clover leafs and outbrake just about anything.
Nope. They made it about 75 lbs lighter, with better response and unsprung weight, and purposely got rid of the excessive weight transfer because this is not a car built for drag racing. What they put in is far superior to anything the factory and most of the aftermarket offers. If it wasn't the case they wouldn't even be making them and selling them for over $20k because nobody would buy them.
@@MrClarkisgod exactly. Having one of the best designs of the time doesn't translate to being good today. I understand not wanting to use this frame for the sake of maintaining originality but anyone who honestly believes that a stock design will provide better performance is blinded by nostalgia. If the stock design was that good, they'd still be using it.
It's advert to lighten up a bit. But, with an extra 20K$, I'd be thinking of getting it back concourse ? orig or getting another starter project... If I had 20K$ LOL
I welded in a frame shop and 75% of the frame work was rebuilding the rusted out rear shackle boxes and rebuilding rusted out torsion bare cross members. And, that was in the very early 80s. Good stuff, that Mopar rust!
Doubting the reduction in car . First weigh the Challenger with old suspension on scale the after the new one is fully installed. Next did you lower the center of Challenger? i mean lower body on frame as Camaros did? that would be great. also witha DYNOCORN new 1970 this would be perfect
I don't blame you guys id doing as much changing to more modern technology.......your not gonna lose but you will gain......better ride and handling.....and get more money for it when you get rid of it.......im 67 did body and paint my whole life my dad owned his body shop and i grew up doing body work.....i was gm certified body technician for many year......but as you get older you get slower.......in my case thats what happen to me.......boy would i love to give you guys a hand building this ride
Shame the HnS of not having a guard on the angle grinder isn't very good. Should show a way to make those cuts with the guard or a tool that is safer. WorkSafe in NZ will ping a business use of grinder without a guard.
Im not goiing to say that Schwartz does not have a cool product. I dont understand this level of work without IRS. The high perf brakes are great. My issue is why do this at all. I never see any show go in to tuning this chassis. Lets just spend money. Cjurrent mythology is that the ford 9" is the best. It is very good for many reasons, But no one talks about the drag in different diferentials, or where the pinion alignment to ring gear is for strength vs drag. Never blew up a mopar rear end. Broke a few axel flanges though.
I'd bet there's TONS of fatigue in all the sheetmetal suspension attachment points. Holes are now slots. All the heavy OEM worn out suspension and steering removed weighs more than the new chassis.
I’m happy PowerNation is putting content on UA-cam, but the “scripted” feel of the shows needs to change. The MotorTrend content, with its less polished, off-the-cuff feel, is to me much more enjoyable to watch. Just my $0.02
Advertising dollars pay for the content, no different at motor trend on demand, they are a little more subtle with product placement, this group takes up 10 minutes of each show doing advertising. It takes away from the content. Agreed motortrend is better more realistic made by diehard car guys.
So close,... Rack's the wrong side of the front axle, and coil overs move mass upwards compared to Torsion Bars - and for the idiots who think Torsion Bars don't handle, go watch Formula One, where every chassis made since the early 90's has been Torsion Bar. I'd happily put a full chassis under my '66 Valaint, but I'd want to keep the Torsion bars up front, and add them at the rear for IRS, but I'd keep the leaf rear if live axle - don't forget, MoPar rear leaves are Toe In for more predicable response once loaded. Ford are zero toe, GM are toe out, which is why GM dialed in extra understeer up front to counter the rear end wanting to swap ends. Edit: and then he removes the disc and shows the upright,... And clearly has no idea why the factories did what they did on the uprights - that one is an accident waiting to happen. Edit2: Did he just say,.. awww, FFS, the DAMPER does not Absorb the Shocks - the Spring does and the Damper controls the Spring!
@@brucecapron9344 Good example is in, fast.n furious, Dom goes over a high peak in the road and jumps the car a little, the front end does the wobble! My uncle had a satellite, did the same thing over a good bump!
@@arthursmith5409 I road raced A body Darts, Valiants and Cudas. I did not learn from whatching a movie. What other american car cou;d you tune the camber on with the turn of a bolt and no change in spring rate. I ran circles around ford and gm products and 914s. I only ever ran the 273. Any car takes a jump and unloads the front suspension and the wheels will camber under. The worst is likely the ford twin I Beam truck suspension. Maybe your uncle's Satelite needed psome maintenance. Bad ball joints, brake control arm bushings etc will all give you a bad ride. Ive forgoten how many mustangs and camaros Ive seen wrapped around a tree because of understeer. Not in a movie
Regarding the GNX; I have no clue why so many say it was the FASTEST production car of 1987. The Corvette was indeed faster - as in top-end SPEED, the GNX was the QUICKEST production car of 1987. And a tidbit of info for whoever owns GNX #383; IF you don't know, it was originally shipped to Romero Buick in Ontario, CA. I happened to be driving by when they were unloading it. I just HAD to turn around and go check it out! I knew more about it than any of the sales staff that was there. HA!
Coil springs can have a beehive shape for variable spring rates. Torsion bar can now take advantage of newer coil-over shocks. However its done, its not cheap
@@mrpurcountry Yes, but the torsion bar spring rate doesn't vary like coil springs can. Coils can have a beehive shape with varying thickness in the coil so that coils can get stiffer near their travel limit. By '65 Chrysler chassis engineers wanted to switch to coils but marketing surveys said a major reason people bought Mopars is the perception that torsion bars handled better - which the engineers believed wasn't necessarily true. Also, torsion bars anchor near the driver's feet and transmit more road noise to the interior and make routing exhaust more difficult. Autos have mostly gone to coils worldwide - even Chrysler.
@@timothykeith1367 Perhaps you want to investigate the term "Rising Rate Suspension". It'll explain one of the reasons Formula One went away from Coil Overs and to Torsion Bars, and will explain why the first sentence of your comment is incorrect.
That struck me as odd too. 4 wheel independent suspension wouldn’t have been a bad idea since we’re restomodding so far from stock anyway. Maybe it would add more cost than I figured? 💸💸💸
Am I crazy or is he WRONG about the steering pivot being inline with the lower control arm pivot at 03:40 ??? That looks to me like the R&P is too wide....
Ideally, when steering straight forward, you want the tie-rods to be the same length as the Lower Control Arm (LCA), and swinging through a parallel arc, so at straight-ahead, the the inner pivot of the tie-rod is in line with the LCA pivot, and the outer end has the tie-rod ball joint in line with the LCA's lower ball joint.
@@PiDsPagePrototypes Exactly!!! So this chassis was built specifically for this body and they say they have done all the geometry and even says something about it being set up for the lease bump steer!!! That sure looked like the wheels were straight and the R&P was too wide.
You guys need to be a little more realistic when you describe the amount of work and tooling required to do this conversion.This is out of reach of all but the most competent bodyshops and budgets much less finding a car worth the investment.
Its nice to have money when you can't figure out how to tune a fully adjustable torsion bar front and quarter eliptic leaf rear. I guess when you start with 1 of the best combos you have to provide a product for stupid rich, well ok good job. Still I don't see how you can tune oversteer. Never had a bump steer issue on a classic Mopar, its not a gm pos. I applaud the rack and pinion.
One thing that drives me crazy is when you guys use the word "fitment" for "proper fit" correct fit...etc...Look up fitment...it has nothing to do with fit. For the love of god please stop!
I'd MUCH rather have original ride and drive. It juat takes away the soul of the car and makes it a faker. It'd be much easier to just go get a newer ca4 and forget it. No thanks.
Restomods are getting more and more popular every passing day. They correct all the drawbacks of antiquated technology and keep the classic styling of the 60’s & 70’s. This particular restomod is going to outperform the stock car by a huge margin and be way safer to boot. 👢
Wow, "new technology" is a coil over shock. Color me flabbergasted. . So, what exactly is it you gain by giving up all the advantages of torsion bars? So, no easily adjustable ride height. No easily replaced springs for a change of spring rate. So, what was that advantage again? Oh yeah. Coil over. Just like the wife's Mom Bomb. Color me a disbeliever. Now, if you put a strengthened and tweaked unibody against the frame butchery on several different types of race track and won them all, THEN I might start to believe. But $20K on some salesman's word ain't worth shit to me. To most people, all you've done is destroy a perfectly good restoration project. Hope you're happy. Next time chop up a new Challenger, there are a lot more of them and easily replaced with a simple factory order.
06:29 "You might be surprised how easy it is to install this game changer in your ride" I think my definition of "easy" differs to the narrators lol
Step 1. Have fully equipped shop. After that it's all straightforward
Compared to doing all the engineering for suspension work.
Are you kidding? You could do this in a field with a 110 welder.....and a grinder ... That is titties and ice cream work
@@bobbywalter5320 It definitely more advanced than ikea work or change the oil. But most of those welds look like tigged on the frame.
Building that your self would easily be 800+ with detail blueprints.
@@genestarwind4610 🤔. I will have to zoom... But. .regardless.. a hd3500 Lincoln....no problem
This what is never talked about the frame and body dynamics and that's what makes the car really fun and desirable.
Jeff and his son are nice guys (I have had long conversations with the at the PPG Nationals). They build awesome stuff.
I will, one day, build something with a G Machine chassis.
Putting a Schwartz performance frame under my 71 challenger. Instead of two days I'm into 3 years. Very happy though and coming out awesome
I find the term "modern full frame" kind of funny considering most production vehicles are unibody
Yeah, I always thought that unibody was supposed to be superior to body-on-frame construction. Is that not right?
@@LG123ABC with modern computer design and materials, unibody is absolutely better for performance. The stuff from the 60s and 70s, not so much. They just couldn't really build them stiffer than a full frame back in the day, hence the use of things like subframe connectors.
@@LG123ABC current corvettes are all body on frame
@@chipcurrey653 Right ! Unitized cars are CHEAPER to build....
I believe unibody construction is lighter too, but back in the day it still wasn’t as stiff as a full frame. High horsepower applications used to twist the heck out of early unibody designs. 🎠
Schwartz is a legend...Anyone that read muscle car mags pre youtube knows this
Jesus those are big rotors.
Seems like good engineering, but shocked with the welds. Very cold looking welds.
I was an ASME 9 coded welder |(oil pipelines). And you are correct. The welds are cold AND bodged.
The Buick grand national is like todays Chrysler 300 Hemi V8 version, a gentleman's car/muscle car, "the Banker's HotRod"
A set of Tourqe boxes front and rear and and bolt on QA1 upgrade of the Stock Torsion bar suspension as well as a set of Super Stock springs would be better than that. Speedway Engineering spline drive sway bars are 2way adjustable. A Tremec TFX 5speed would eliminate the need for hacking, and Strange 60 is stronger and cheaper and eats less hp than a 9” for 20lb difference in weight. A narrowed Dana 60 out of a 3/4 van with passenger axles and a Detroit locker diff with much lighter preload springs for smoother engagement would be cheaper still with no loss of strength. One reason Detroit lockers get a rap for clunkiness is that most were set up for 1 ton trucks weighing 6-7000 lbs. Preload springs are available from the mid 40# weight to over 110lbs.And all the above for about half of the $20,000.00 above even with big brakes and a new steering box. .
$20.000 for a solid foundation,it is the most difficult part of a car's performance to achieve.
@Jack Russelle Lewis yeah I thought the same thing for 20 thousand I would figure it would be a direct fit
@@gamalierrodriguez7513 how many times do things just drop in? Have you actually built a car?
@@bmstylee I have and exact fit isn't what I meant modifications is one thing but major work like they did is on a difrent level
@@gamalierrodriguez7513 I would imagine that designing of drop in frame for a car that was never intended to use one would require several concessions that would reduce the effectiveness of the piece. Can't use that fancy front suspension if you don't cut up the front a fair bit. If you have the 20k for the chassis, chances are you're probably not installing it yourself anyway.
They can take advantage of their format and share their audience to have represenetives come out and make look easy.
He says "No Cutting",... and then they proceed to cut the heck out of it....
How is adding a full frame to a uni -body car achievable to the average gearhead watching this episode? Exactly where is someone going to be able to use the car's new capabilities?
Throwing the body on a lift and rolling the frame under it?
@Joshua Bullock I used a half dead tree, a pulley, winch on a shitbox jeep and a few rachet straps to do a frame swap lol sketchy but worked
I find it funny to watch all the sand blasting material falling out lol!
This is gonna be AWESOME!!! Can't wait for the next video on this!!!🇺🇸🇺🇸🇺🇸
@potentialforanything how do I find it??? I looked on their UA-cam page and nothing is on there.
This will need to be taken apart and refinished.
Grand national is like most of the affordable sports car. It's a nice mach up like. The possibilities are there for putting your hand at the craft and make your performance yourself. It was cruel and intentional taking trades out of the School's.
Would like to see it with IRS...
You could have put a roll cage inside the a and c pillars. It means you can have all the safety and it’s invisible.
This is what you get with the Corvette sports car, the suspension rack. That is what you want your nice performance motor in. Or
They make it look so easy🥺
While I like/appreciate listening to all this, me thinks it takes away from the memory of the original drive/feel.. ☺
I hope you are right!!! I was always in love with old mopars and drag raced a 65' Coronet 500, but on the streets it felt like I was driving on marbles.... Yeah, If I could spend that kind of money, I would. It's just not in the cards for most..
Compared to modern musclecars the original 1971 drive/feel can only be described as sloppy/sluggish. Bring on the restomods for me. Classic styling and modern performance levels……together at last. 🚀 🛸
I am convience that the unibody is a better set up when come down to endurance and driving around curves. That lot of cutting you better know exactly what you doing because this is NOT FOR THE DIY type of person unless you got SKILLs nice video over all someone do exactly like they do on the same type of car could pull it OFF.
What do you do to fill the holes on ether side of enginbay nice kit just dont like thise lime green bars masive cut holes
Why!!!! I can’t imagine cutting up my Mopar to do this!!! Heresy
Sweet, mopar. And Buick's. That's going
To be one Bad mofo MOPAR When it's
Done. Can't what to see it.....
This is the second time I've seen this type of change on a old Mopar. Apparently they don't know that the suspension factory design and geometry was won of the best in history... especially on the later Barracudas. Between the roll center being properly positioned in the angles of the front suspension, the use of torsion bar to transfer this stress deep into the main body of the car, the anti-squat design of the control arms with offset pivots that radically improve braking, and the unequal length rear springs that acted as traction bars, but still gave a soft ride, there is little today that can be improved upon accept maybe independent rear suspension. You've now taken a chassis that was hundreds of pounds lighter than the competition and made it heavy. Some research needs to be done before making these kinds of changes. There are books written on just the suspension design of the Mopars. I had a 1974 Dodge Dart With a small block and with just some simpler upgrades to heavier torsion bars, and extra leaf in the rear springs, and added the optional factory front 3/4 inch swaybar and Diplomat rims with 225-60 tires, I could chase z-28, Preludes, etc around clover leafs and outbrake just about anything.
Nope. They made it about 75 lbs lighter, with better response and unsprung weight, and purposely got rid of the excessive weight transfer because this is not a car built for drag racing. What they put in is far superior to anything the factory and most of the aftermarket offers. If it wasn't the case they wouldn't even be making them and selling them for over $20k because nobody would buy them.
@@MrClarkisgod exactly. Having one of the best designs of the time doesn't translate to being good today. I understand not wanting to use this frame for the sake of maintaining originality but anyone who honestly believes that a stock design will provide better performance is blinded by nostalgia. If the stock design was that good, they'd still be using it.
It's advert to lighten up a bit. But, with an extra 20K$, I'd be thinking of getting it back concourse ? orig or getting another starter project... If I had 20K$ LOL
I welded in a frame shop and 75% of the frame work was rebuilding the rusted out rear shackle boxes and rebuilding rusted out torsion bare cross members. And, that was in the very early 80s. Good stuff, that Mopar rust!
@@MrClarkisgod Lets race
chop chop
Doubting the reduction in car . First weigh the Challenger with old suspension on scale the after the new one is fully installed. Next did you lower the center of Challenger? i mean lower body on frame as Camaros did? that would be great. also witha DYNOCORN new 1970 this would be perfect
I don't blame you guys id doing as much changing to more modern technology.......your not gonna lose but you will gain......better ride and handling.....and get more money for it when you get rid of it.......im 67 did body and paint my whole life my dad owned his body shop and i grew up doing body work.....i was gm certified body technician for many year......but as you get older you get slower.......in my case thats what happen to me.......boy would i love to give you guys a hand building this ride
"OPTIONAL BRACE"
Esses caras são muito bons
Is that Joe, doing the narration?
Shame the HnS of not having a guard on the angle grinder isn't very good. Should show a way to make those cuts with the guard or a tool that is safer. WorkSafe in NZ will ping a business use of grinder without a guard.
Man I'd love to convert my unibody Chevy to this G machine chassis, but don't have the $20K. *sigh*
Come from behind contender, the Grand National and GNX.
Seems all the cutting should have been done before sand blasting🤷♀️
Lmfao carrying a big block lol.
Im not goiing to say that Schwartz does not have a cool product. I dont understand this level of work without IRS. The high perf brakes are great.
My issue is why do this at all. I never see any show go in to tuning this chassis. Lets just spend money. Cjurrent mythology is that the ford 9" is the best. It is very good for many reasons, But no one talks about the drag in different diferentials, or where the pinion alignment to ring gear is for strength vs drag. Never blew up a mopar rear end. Broke a few axel flanges though.
The Chrysler Corp uni-bodies were far ahead of their time. Why go backwards and take this car and put a full frame under it and make it heavier?
It makes the car lighter. Thats the claim.
I'd bet there's TONS of fatigue in all the sheetmetal suspension attachment points. Holes are now slots. All the heavy OEM worn out suspension and steering removed weighs more than the new chassis.
It's isn't going backward. This is an order of magnitude better than what you could do with any bolt on setup.
@Edward - the frame will stiffen things up, sadly, the chassis attached to it will ruin the handling potential.
I’m happy PowerNation is putting content on UA-cam, but the “scripted” feel of the shows needs to change. The MotorTrend content, with its less polished, off-the-cuff feel, is to me much more enjoyable to watch. Just my $0.02
Advertising dollars pay for the content, no different at motor trend on demand, they are a little more subtle with product placement, this group takes up 10 minutes of each show doing advertising. It takes away from the content. Agreed motortrend is better more realistic made by diehard car guys.
Not a simple bolt on!
Lmao u call them welds
Nice build
Super cool to bad it probably Cost prohibited for Most people
So close,... Rack's the wrong side of the front axle, and coil overs move mass upwards compared to Torsion Bars - and for the idiots who think Torsion Bars don't handle, go watch Formula One, where every chassis made since the early 90's has been Torsion Bar.
I'd happily put a full chassis under my '66 Valaint, but I'd want to keep the Torsion bars up front, and add them at the rear for IRS, but I'd keep the leaf rear if live axle - don't forget, MoPar rear leaves are Toe In for more predicable response once loaded.
Ford are zero toe, GM are toe out, which is why GM dialed in extra understeer up front to counter the rear end wanting to swap ends.
Edit: and then he removes the disc and shows the upright,... And clearly has no idea why the factories did what they did on the uprights - that one is an accident waiting to happen.
Edit2: Did he just say,.. awww, FFS, the DAMPER does not Absorb the Shocks - the Spring does and the Damper controls the Spring!
Now, no more of that sideways up and down wobble that torsion bar suspension brings, a solid corner huggin sports car for only$20 G'$!
sideways up and down wobble? WTF
@@brucecapron9344 Good example is in, fast.n furious, Dom goes over a high peak in the road and jumps the car a little, the front end does the wobble! My uncle had a satellite, did the same thing over a good bump!
@@arthursmith5409 I road raced A body Darts, Valiants and Cudas. I did not learn from whatching a movie. What other american car cou;d you tune the camber on with the turn of a bolt and no change in spring rate. I ran circles around ford and gm products and 914s. I only ever ran the 273. Any car takes a jump and unloads the front suspension and the wheels will camber under. The worst is likely the ford twin I Beam truck suspension. Maybe your uncle's Satelite needed psome maintenance. Bad ball joints, brake control arm bushings etc will all give you a bad ride.
Ive forgoten how many mustangs and camaros Ive seen wrapped around a tree because of understeer. Not in a movie
@@brucecapron9344 Can't argue with that one, well said Sir.
Regarding the GNX; I have no clue why so many say it was the FASTEST production car of 1987. The Corvette was indeed faster - as in top-end SPEED, the GNX was the QUICKEST production car of 1987.
And a tidbit of info for whoever owns GNX #383; IF you don't know, it was originally shipped to Romero Buick in Ontario, CA. I happened to be driving by when they were unloading it. I just HAD to turn around and go check it out! I knew more about it than any of the sales staff that was there. HA!
Chrysler torsion bar suspension was to give its car better handling than cars with coil springs, Richard Petty's car run 200 miles an hour
Coil springs can have a beehive shape for variable spring rates. Torsion bar can now take advantage of newer coil-over shocks. However its done, its not cheap
@@timothykeith1367 torsion bars are fully adjustable for whatever ride I want with just the turn of a bolt
@@mrpurcountry Yes, but the torsion bar spring rate doesn't vary like coil springs can. Coils can have a beehive shape with varying thickness in the coil so that coils can get stiffer near their travel limit. By '65 Chrysler chassis engineers wanted to switch to coils but marketing surveys said a major reason people bought Mopars is the perception that torsion bars handled better - which the engineers believed wasn't necessarily true. Also, torsion bars anchor near the driver's feet and transmit more road noise to the interior and make routing exhaust more difficult. Autos have mostly gone to coils worldwide - even Chrysler.
@@timothykeith1367 it'll be a cold day in h..l when my Cuda would ever get changed to coil springs
@@timothykeith1367 Perhaps you want to investigate the term "Rising Rate Suspension".
It'll explain one of the reasons Formula One went away from Coil Overs and to Torsion Bars, and will explain why the first sentence of your comment is incorrect.
All that money for a full frame and they kept the solid axle.
That struck me as odd too. 4 wheel independent suspension wouldn’t have been a bad idea since we’re restomodding so far from stock anyway. Maybe it would add more cost than I figured? 💸💸💸
Am I crazy or is he WRONG about the steering pivot being inline with the lower control arm pivot at 03:40 ??? That looks to me like the R&P is too wide....
Ideally, when steering straight forward, you want the tie-rods to be the same length as the Lower Control Arm (LCA), and swinging through a parallel arc, so at straight-ahead, the the inner pivot of the tie-rod is in line with the LCA pivot, and the outer end has the tie-rod ball joint in line with the LCA's lower ball joint.
@@PiDsPagePrototypes Exactly!!! So this chassis was built specifically for this body and they say they have done all the geometry and even says something about it being set up for the lease bump steer!!! That sure looked like the wheels were straight and the R&P was too wide.
Why would you do that lol just leave it stock for fucks sake !
You guys need to be a little more realistic when you describe the amount of work and tooling required to do this conversion.This is out of reach of all but the most competent bodyshops and budgets much less finding a car worth the investment.
honda will be lol about this video. n say how wieght.??
Why don't you make a smaller six-pack scoop that is ALSO a shaker rather than boring us to death with the same old shaker hood and more ugly stripes?
Its nice to have money when you can't figure out how to tune a fully adjustable torsion bar front and quarter eliptic leaf rear.
I guess when you start with 1 of the best combos you have to provide a product for stupid rich, well ok good job.
Still I don't see how you can tune oversteer.
Never had a bump steer issue on a classic Mopar, its not a gm pos.
I applaud the rack and pinion.
One thing that drives me crazy is when you guys use the word "fitment" for "proper fit" correct fit...etc...Look up fitment...it has nothing to do with fit. For the love of god please stop!
You lost me at $20,000 dollars.
Luke i am your father!
👍
I'd MUCH rather have original ride and drive. It juat takes away the soul of the car and makes it a faker. It'd be much easier to just go get a newer ca4 and forget it. No thanks.
Restomods are getting more and more popular every passing day. They correct all the drawbacks of antiquated technology and keep the classic styling of the 60’s & 70’s. This particular restomod is going to outperform the stock car by a huge margin and be way safer to boot. 👢
Screw UA-cam
Just what I want to do. Add a ton of weight to an E body!
it greatly improves the the suspension geometry though and they said the weight goes down by 50-70 lbs with modern components
This just means a bigger motor. 😃
@Jack Russelle Lewis It significantly reduces your wallet weight, though.
@Jack Russelle Lewis I mean, this whole show is just one big sponsors commercial.
You actually think you can do better with 20g in 40 hours? Not seeing that shit
😁🖖✌👍👌😎
Wow, "new technology" is a coil over shock. Color me flabbergasted. . So, what exactly is it you gain by giving up all the advantages of torsion bars? So, no easily adjustable ride height. No easily replaced springs for a change of spring rate. So, what was that advantage again? Oh yeah. Coil over. Just like the wife's Mom Bomb.
Color me a disbeliever. Now, if you put a strengthened and tweaked unibody against the frame butchery on several different types of race track and won them all, THEN I might start to believe. But $20K on some salesman's word ain't worth shit to me.
To most people, all you've done is destroy a perfectly good restoration project. Hope you're happy. Next time chop up a new Challenger, there are a lot more of them and easily replaced with a simple factory order.
That's not a challenger anymore. Just buy a Honda civic at this point
Civics have unitized bodies
K-swap too? :D
Why? Keep oem. Restore them.
Mopar has no chance against Buick anyway. Fast with class
WHO farted
20k for a chassis is really really expensive might as well save the money this cars are over rated anyways
1st