LA Roadster Show 2017

We are in preparations to be at the 2017 LA Roadster show in Pomona, CA at the Fairplex on June 17-18th (Fathers Day weekend) in two locations this year. We will have our indoor booth again this year, but will also have a spot out in the swap area.

So far we plan on bringing out three ’32 frames with our full X members with show pricing. One will be pinched for 28/29 Model A use. We will also have our accessory K-member legs, stock style brake pedal sets and other bolt on chassis parts.

If you want to pre-order any of the product and have us deliver at the show, give us a call @ 866-553-8996

 

Promo Video

We had Bean’s Book of Rod Shops stop by last week. These guys travel around the country and shoot video of different shops. Here is some footage they took.

Putting up Customer Rides

I have a page dedicated to customers that have used our product. HERE

If you would like me to add you to the list, send me some pictures and a description of your build. Anything from K-member legs, brake kits or full chassis builds are welcome.

Customer ride for sale: 1930 Plymouth Rat

Our bud Rick is selling his car and moving to Thailand, yes that place. We saved this rat’s nest from a sketchy death machine into a usable, daily driven art piece. I figured a post was due to give him a hand in exposing his sale, and interesting car from a good guy. IMG_20121210_163343

Check out his Ebay advert, CLICK HERE

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.

1934 Ford Pickup for sale

Robert has decided to thin his heard, the truck has to go. He is very firm on $6,500.00

FOLLOW THIS LINK TO THE CRAIGSLIST AD

FOLLOW THIS LINK FOR BIGGER PICTURES

 

 

Spies Stude build: Frame

Getting on with the full frame fabrication for Gary Spies 53 Studebaker C-Coupe.

1954 Stude Frame E

2014-06-19 16.52.22 2014-06-10 14.39.28 2014-06-19 16.51.00

Headway on the new generation of kits. 65-66 F100

Right Frame rail A

After squaring and leveling the donor frame from Bill Wilson, I set a Datum at the original Axle centerline. Then Taking careful measurements I can construct a representation in Alibre’.

1965 F100 Right Side Rail B

Added the rear half of the frame from previous. Also changed the way the bumpout for the core support works. Not technically correct but works with my software.

1965 F100 Right Side Rail C

Locating all the critical holes needed for current and future projects.

65-66 Frame assembly A

Alibre’ 12 isn’t as sophisticated as it could have been. Doing a mirror of the Right frame rail wasn’t as easy as a command. I had to re-generate each sweep, boss, and cut the opposite way to generate the Left side rail.

65-66 Frame assembly B

Tried an approximation of the stock transmission crossmember. I may go back and re-draw it. Added the rear body mount crossmember and gussets as well as the forward crossmember for supporting the rear springs.

1030 6566 Crossmember B

Very similar to the 61-64 kits, this one requires a taller boxing plate and different locating holes. The longer boxing plates should solve the problem of the long and unsupported front frame section once the stock Twin-I-Beam crossmember has been removed.

1030 6566 Crossmember C1030 6566 Crossmember A

Shop update: 10/04/2013

Been a busy few weeks, lots of jobs in and out and progress made on the more long term jobs. The good news is, as we clear out these jobs, the new Dakota Kits are eminent!

Just wrapped up a Vintage Air install on Ron Shives’ 1957 Chevy Hardtop. Such a nice car, we removed the AirTique unit installed a decade or more ago that never quite worked properly and installed a new Vintage Air sure-fit unit. In went a Vintage Air Front Runner package and radiator relocation to the 6 cylinder position so that we had room for a Volvo 850 two speed cooling fan. We also upgraded to a Borgeson Delphi 600 power steering box, Flaming River steering column and did some routine maintenance for him. Overall the car turned out fantastic, very nice daily driver now.

Dr Marvelus is going to town on Tony’s 60 Bonneville, pretty rusty car in all the structural areas, so look for updates on that soon.

Larry Ivy’s 34 PU is roller status, cab goes on and the controls are going in soon.

More importantly, Bob’s 32 5W chassis will be going together next week in preparation for the Deuce Day show. We are doing the second build out of our “Bolt – In” center X-member! These will be available in the store very soon.

And the news you are waiting for, the Dakota kits are in process as soon as Bob’s 32 frame comes off. First up will be the 65-66 frames and the 53-56 and 57-60’s immediately after.

1957 Oldsmobile build

Latest out of the shop is Ray Castor’s 1957 Oldsmobile. Ray brought us this car last year just before we got really deep into the 51 Chevy PU For Metro AA. It initially came in for some front suspension work. As we are to understand this car was purchased from Desert Valley Auto, same guys with the TV Show. It had already been sand blasted, painted and subframed with an early 80’s GM full-size clip. Most likely an Oldsmobile because ray told us it had an Olds 455 in it. He found a 1958 Olds 371 J2 engine and trans, had it rebuilt and installed by yet another shop. The problem came when he went to put his tires on it, they didn’t fit under the fenderwell very well at all. The tires actually stuck outside the fenders by a half inch or so and the front crossmember was less than 2″ off the ground.

Notice the hood fitment and tire locations.

 

So the first thing to determine was what condition the car was in and what we could do to fix the botched front clip installation. On tear down things became very evident that the persons installing the clip made more than a few mistakes besides choosing the wrong clip for the car.

The entire clip besides being mounted very low on the chassis, was off center a bit and the right side spindle was a full inch behind where it should be as well as being a few degrees off, lower on the Left side. You can see just how high the engine was placed in the chassis. So high in fact that the installer trimmed the upper webbing out of the center X member for transmission clearance. The wobbly engine mounts were pretty comical too. It was about at this point we realized just how hard of a hit this car had taken at some point. There was evidence of a fairly severe diagonal in the whole car.

Next move was to get it on the chassis table and square it up, then start the decision making on what to repair this car with. Of all the choices available, one stood out as something new for me to try. The late 70’s to mid 80’s Jaguar XJ sedan. My friend Scott Zekanis did a similar installation on his 1957 Buick sedan a few years back and has had good success with it. I did my research and found that the Oldsmobile is less than 100 pounds heavier than the Jaguar and had very similar weight distribution. Plus the track width was in the range we were looking for. The stock Olds front had to be close to 59″ wide. The rear axle was right on the money at 59″ so it stands to reason at this point in automotive history that the track widths matched, that and a bit of careful tape measuring and internet sleuthing.

A few phone calls and internet searches, I had myself a line on a 1985 Jaguar XJ6 Vanden Plas. Nice enough car and the price was more than good. Time to strip both cars down, Ray made the decision to use both the front and rear suspensions from the Jaguar (good choice!) as the rear axle in this car was also an unknown. It was stock but if the car was wrecked pretty bad, there might be issues with bent axles or what not. Besides, it just made perfect sense to do a fully independent suspension. Brian and Dr Marvelus AirArced the front clip off after locking the car to the table and Brian and I also disassembled the front and rear subframes from the Jag.

 

Pressure washed clean and time to start figuring out how to make this all work. This was more work that any of us figured. Still not sure if dropping the engine out the bottom was a good choice or not. Regardless, it came apart and the suspension was pretty decent.

 

 

Old clip off, Jaguar front mocked into place, I made my measurements and drew up new frame rails in my 3D software. Made the decision to use as much of the stock Jaguar suspension components as possible. This meant also rubber mounting the front and rear suspensions to give the old Olds the best ride quality possible.

 

 

One of the things that was going to make this a difficult build was the owners insisting on keeping the Factory AC and heaters in place. If you will notice the large black box where we would normally hang a power booster from, that is the AC Evaporator case. This didn’t cause us problems for the frame and engine placement.

Frame clip installed and ready for the engine and trans.

One of our Winged Early Olds engine mounts in place as well as the new shock mounts.

Front end finished to a stopping point, we turned our attention to the rear suspension. It really surprised us how well the whole Jaguar IRS fit while still in it’s cage. I determined that to rubber mount the stock Jaguar rear cage, a section of frame rail would need to be replaced and a bit of the trunk floor coped in for the new bit of frame rail.

 

Trunk floor coped and frame sections ready to install 

Frame rail sections installed and the rear axle assembled for mock up of the trailing arm mounts

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

The stock Jaguar trailing arms are critical if you intend on rubber mounting the cage like we did here. If you leave them out you will get some serious tire shake or worse. We also installed this rear axle with 3º of pinion up which goes against all the internet experts out there. I am not willing to just follow trends, so actual investigation went into doing this. The three degrees up not only allowed for a better driveline angle for our universal joints, it also gave us a tiny bit of anti-squat! Yeah, traction is cool!

 

The wrap up was fairly boring stuff, rush to finish meant the camera phone was in my office out of harms way for the most part. We had a custom made radiator done, rebuilt the core support, ran brake lines, installed a hydroboost system with the stock Jaguar master cylinder under the floor, built an exhaust system that snaked it’s way through everything and made engine brackets to hold the air compressor and alternator properly. Didn’t get any final pictures before it left, but if you attend the Goodguys shows, you are likely to run into this car.

 

almost done

Dr Marvelus working on the throttle linkage

Engine and brackets installed

 

Fired up and running, next stop is getting it tuned up! Noice the wheel placement now as well as the slightly lower ride height!

 

The little bit I got to drive the car was pretty darned cool. Very smooth, very controlled. I think once Ray gets the engine and transmission sorted out, he is going to have one hell of a daily driver on his hands. You can say I am a believer in the Jag conversions. Not an easy job compared to other popular choices out there, but for an ambitious home installer or a customer that wants pretty much the best of comfort and good handling this is a solid choice.