Ball Joint talk

What I wanted to discuss is regarding the screw in MOPAR style ball joint that is very popular with the tubular control arms for the venerable Mustang II suspension.

These two ball joints are very different in how they are supposed to be used

The ball joint pictured at the right is the commonly used K772 MOPAR screw in ball joint used on tubular control arms throughout the industry. If you look up that number you will see it is meant for MOPAR Upper Mid-Sized cars. It is not intended for use as a lower ball joint where it will see tension loads.

The ball joint on the Left is a K719. It has the same threaded body of the K772 but if you notice one very different difference in that body, it encloses much more of the ball stud. This is a true lower ball joint meant for the Mid-Size and larger passenger cars. While it will directly replace your K772 ball joint in the control arm, the stem is larger. This larger stem requires you to machine your spindle to accept it.

While many thousands of cars and trucks are on the road using the K772 as a lower ball joint without failure, we have seen a few. Granted, this is a very robust ball joint, and if you are using a quality joint like the MOOG Problem Solver line, you may never experience a failure. We have, on the other-hand, solved some driveability issues associated with the Mustang II suspension, mainly the nervousness out on the highway but replacing the ball joints with a true lower ball joint. Now don’t take this as the end all-cure all solution to your Mustang II suspension, it’s just something we have experienced. Because the K772 is not meant to be loaded in tension, it can be “sticky” and not let your steering wheel return to center properly.

All of our Mustang II based control arms feature the K719 on the lower, and we machine the spindles to fit. If this seems like an upgrade you would like to make, give us a call and we can take care of you.

More new product in the store

Recently added are dropped spindles, engine mounts and a few other goodies.

Like this, a bolt-in transmission crossmember for stock Model A frames. Allows you to use ’35 up style transmission mounts and a 48-52 Ford F1 brake and clutch pedal set. 

 

Quick hits from around the shop

1955-1959 GM Dakota kits very soon. AND MORE!

Been working on the design for the newest kit to our line. The 1955-1959 GM Truck Dakota kit. We will have this ready by the end of September in two forms. Our standard kit that accepts the stock ’87-’96 Dodge Dakota componentry and this will be our first venture into a tube control arm and coil over front end! Yes, you read that right we are going to offer tube control arms very soon. I have been working on the design and the fixturing to get these to a reasonable cost. So look for an official release of the newest kits very soon.

We have also been working on engine mounts and bolt on anti-roll bar mounts. I have some almost ready to go for Ford and Chevy engines in the 35-56 F100 kits. I need to check fitment on the others before we release them.

 

 

Instruction sheets for the 65-66 F100s

I have to apologize for not getting this done sooner, but here they are. A real set of instructions for you guys.

CLICK HERE FOR THE LINK TO THE INSTRUCTIONS

Zeroing in on the 53-56 Kits

Industrial Chassis Inc Dodge Dakota based IFS Kit

Industrial Chassis Inc Dodge Dakota based IFS Kit

The first run of the newest generation Dakota kits for the 53-56 F100s will be run by the end of this week. We already have a handful of pre-orders. Look for them to be listed in the store this weekend!

New kits on the horizion

I have frames for 1953-56 Ford F100 and 1955-59 GM trucks sand blasted and ready for prototyping. Stay tuned here and on our Facebook page for updates.

Customer’s Rides Page

Have one of our kits installed in your ride? Send in pictures or links to or of your stuff with a short descriptio and I will post it in the new tab under “Photo Library”

Taken by a friend at the HAMB Drags

Taken by a friend at the HAMB Drags

1953-64 Studebaker frame

We have been working on a complete replacement frame for the Studebaker coupe. We had built a complete frame for a customer a few years back where we integrated one of our Studebaker clips and an early C4 Corvette rear suspension. We also learned what does and doesn’t work to make a frame that fits the stock body without modification. Well, very few and simple modifications anyway. Those tiny foot-well boxes behind the front seat have got to go. What we are delivering is a frame with significant improvements in strength. And almost all the stock body mounts are located in stock locations and stock body rubbers are used. No need to alter your front fenders, stock components fit.

Straighter frame rails and more clearance for exhaust systems. We keep the entire frame profile slim for good ground clearance as well as give you room for future modifications. We made the rear kickup quite a bit different by utilizing more space under the stock floor. This gives  us better places to attach the triangulated four bars and still not have to modify the floor. This rear kick up is also slightly narrower so that if you decide to do a mini-tub on the rear you have frame clearance to run up to a 275 wide rear tire on a 9″ wheel.

Full Frame for 53-64 Studebaker coupes.

Full Frame for 53-64 Studebaker coupes.

Welcome guys from Racing Studebakers!

Noticed some interest in the chassis we did for Brad Butler’s 64 GT. You might want to stay tuned as I just took on a 1954 Studebaker C Coupe and were going to do a full frame build for it.

We are already doing rust repair, the frame and body are prepped. I will be doing my initial setups this next week.

Here is a link to my Photobucket album for Brads 64: Brad Butler’s 1964 Studebaker

And here is the album for Gary’s 54 we are just getting started on: Gary Spies 1954 Studebaker