These last two years have been very interesting. The shop has been operating at very limited capacity since August of last year. We are now at a point were we can start ramping up production. Some parts are available now, but building inventory is always going to be slow.
I made the decision to stop making a few low volume parts, like the Studebaker clips. The issues now with the Mustang II spindles is going to require a redesign of a kit I have been producing for nearly 18 years. And the fixture was damaged in the move. I really don’t want to go through the trouble to redesign and build from scratch again on those. I am going to focus on the trucks more. In design right now are my un-parallel rear four bar kits. With air bag or coil over options. There will be a standard height and a Bridge Notch type. Also is a Pre-Z front suspension kit. This will get you 2″ closer to the ground for those of you wanting to lay frame/rocker.
The shops main focus is full builds. Industrial Chassis is the house brand of parts to Phoenix Hotrod Company. You can find them over at www.phoenixhotrods.com This site will remain as the focus on parts and chassis builds.
I am moving away from Facebook. The ad pushes and cultured content are just too much. Please make an account here on the website and join the forums. I do not collect data on you, will not sell your information and can focus on your questions better.
Yeah, things are progressing. The move is moving forward. It’s looking like about six weeks or so of this posting that we will be back.
The web-store will be back when we are able to produce. There may be a delay in between when you order and when we ship, but no more than a week as we sort the production and shipping in the new location.
This has been one of the wildest journeys so far. The potential here is going to be next level for the entire team.
We left off the last post with a completed rolling chassis, HERE and it all happened since then. The guys at Metro Auto Auctions asked us to step on the gas and finish this truck for the Barrett Jackson Auction. I have to admit that we did not make the deadline, we missed it by three weeks. Consider this, Dr Marvelus and I took this from a rolling chassis in early July to a completed, painted and upholstered truck at the first of February. Quite a lot of work for the two of us! We did have help though, Doug Stinson of All American Upholstery did the leather work inside the cab and Nessie’s Autocenter did the pink-metal and paint.
So here is what happened in the meantime.
The cab was blocked into place and the floor repairs were assessed. The previous shop did some pretty poor patchwork and did not provide the new body mount holes. All four corners of the cab were either in need of repair or were done improperly leaving rusty substructure in place. Once positioned and attached to the frame, Dr Marvelus mounted up the doors to see how out of square the body was and did the required pushing and pulling to get the new Dynacorn doors to fit somewhat properly. Both the body and the doors were in pretty poor shape but the good Dr kept at it until things lined up correctly. At that point the guys at Metro wanted a custom firewall with a polished aluminum panel. It was my idea to make that panel open up so you have access to the brake system hidden behind and the electrical panel. While I was dropping off Anthony’s 32 3W at the Lone Star Round Up last year, the guys in the booth next to us had a ’55 Chevy dash in pretty good condition. Since the Metro Guys already had the dash and bezel from Dakota Digital for a stock ’55 Chevy it just made sense that we use the entire dash. To make it fit, I cut four inches from the center of the dash and the good Dr cut off the remainder of ’55 that we didn’t need and added new material to the leading edge of the dash to match up to the ’51 Chevy truck windshield.
Cab fabrication under control we updated the engine compartment to showcase the engine a bit better than the stock fenderwells could. We started with a Direct Sheetmetal kit and to be honest, we would have been better starting without. Dr Marvelus had to do quite a bit of modification to get the panels to fit the radiator support and with the firewall pushed back, the back edges of the inner fenders didn’t reach far enough.
Things got pretty hurried and I didn’t shoot too many pictures as we went, but most of it was fairly routine work. At one point we made the decision that the previous shop’s work welding up the seam in the middle of the stock hood pretty much ruined it. Instead of cutting out the recessed joint and flanges, they MIG welded the entire seam and started filling the 1/16″ deep channel for the stock trim with weld. This really distorted the hood and was going to require more work than we or the customers really wanted to get involved with. Metro bought a Dynacorn replacement hood, we regret doing so now. It took more work to get it to fit than the stock hood would have been to repair. I do not recommend anyone purchase one of these hoods unless you are very desperate for one. The hood was short and curled under at the front which required Dr Marvelus to cut the structure out and flatten out the nose more than 1 1/2″. The next problem was the location and shape of the hood hinges and bracing. It had to be cut apart and reshaped. And after two solid weeks of work the hood is taller on the driver side and longer on the passenger side forcing us to move the entire front clip over to the left side of the truck to get the hood gap at the cowl to even be close.
The bed, rear fenders, running boards et-al required countless hours of cutting and shaping to get close, it honestly was all a blur to push the sheet metal work fast enough to get out for paint. The guys at Metro AA wanted to accelerate an already hurried pace, the front clip and body went to paint before we even started the bed work. We proposed some changes along the way but they didn’t want to spend the time so style wise, what the other shop had already started was our job to finish and push to paint. As the last piece of sheet metal left our shop it was Thanksgiving time.
With the sheet metal off, the exhaust system and final chassis details got attended to, steering supports, anti-roll bar, threaded bungs for accessories etc. This is when we blew apart the chassis for chrome, polish and powdercoat. Russel’s Custom Polishing did an absolute amazing job and some seriously personal service. I HIGHLY recommend these guys! Kerr West did the chrome on rush job and Desert Powder Coating knocked out the frame, parts and even re-coated the headers. It was nice to get a break and catch up on a few of the other projects that got shelved for this build. But as the parts started trickling back in, we jumped in with both feet on the reassembly. All Stainless Steel brake and fuel lines, body color painted engine, trans and rear axle housing. This chassis looks fantastic.
The day after Christmas, we got the call the cab was painted. Chassis on the trailer and picked up the cab. Then the rush was, wiring was top priority because there was so much of it. Inside the dash there is an Ididit Keyless Ignition (more on that later) Dakota Digital climate control, Dakota Digital automatic headlight and timed dome light module and the Dakota Digital VHX module and a few relays plus a compass and outside temp module, the Haywire Inc E-series fuse panel and a half dozen more relays, line lock, coil, MSD 6al, wiper motor and a Vintage Air Gen II three vent AC/Heat-Defrost unit all snuggled around the brake booster and cylinder.
And here is where the fun started. The quality of the components was less than fantastic. The Keyless Ignition gave us nothing but fits. I recommend everyone not use this. The wire leads were less than generous as advertised and literally fell out of the connectors. The functionality of this unit also leaves a bit to be desired. I see no convenience to using this over a traditional ignition switch. Plus, in an emergency the shut down time seems like an eternity and if for some reason you lose your brake lights through an electrical problem or if you have a brake light switch failure or if you use a hydraulic brake light switch and happen to lose the brake system, you cannot shut the engine off. There is no failsafe.
Just as we were wrapping up the wiring the painted parts for the front sheet metal started showing up and we could get out of the cab and let Doug do his thing. But first we had to install the power windows. This is where things really started to fall off the tracks. The Dynacorn doors are decent, but not exact reproductions. An the New Relics power window regulators did not fit as advertised. Dr Marvelus had to cut away the landing ledge inside the door just to be able to install the regulator, then there was no tail mount to keep it from moving around once bolted in to the stock three holes of the original regulator. When the glass went in, the regulators hit themselves and the windows would not go up or down. Many frustrating hours clicked by before deciding to grind and round off everything on the regulators so that if they did hit, they wouldn’t hang up on each other.
That problem solved, the next one popped up. We built the dash extensions onto the original door window moldings. The truck is a ’51 and have a vent window and frameless glass. The doors and windows we got are for an earlier truck with framed glass. The window channels are 1/4″ thicker than the door moldings were designed for. This caused a major problem that required stepping back a few steps. We made a new template for glass without the frame and used the narrower felts to get the door frames to fit properly and this also gave us extra clearance for the mechanisms, HOORAY!
All sorts of things were going together, AC and heater lines, inner fenders and such, the radiator and gear went in and I started fabrication of the aluminum shroud and mount for the Lincoln Mark VIII electric fan.
The time was running out on us and we were still missing parts to put on. The week before the dead line my good friend Tom brought in the bed wood but we still didn’t have a bed or front fenders. But we had the dash so that went and got wired up.
Just a few days before our deadline the bed and front fenders showed up. Doug had the headliner and door panels in and the carpets done. Seat was MIA but it didn’t matter. The deadline came and we had way too much to get done. So we took a solid weekend off for the first time in three or so weeks. The following Monday the push was back on. I had to make headlight mounts as the one we needed were long gone. Tail gate supports, hood supports, stereo system, glove box and fabricated trims to finish off the dash around the steering column. We were still plagued with weird issues like the fan coming on if you had the driver side door closed but the passenger side open. Broken glass from a stray broken drill bit and a fuel sending unit that didn’t work with the gauge system. It is all sorted out now and I have to say, this is one of the best driving cars/trucks to come out of my shop. It’s a blast to drive, handles incredibly well and is very well manner even on rough pavement.
Been a long and difficult journey to get here but it’s finally ready to leave.
SamIam wanted to move on, it served it’s purpose and was ready for the next chapter in life. There were plenty on the HAMB who wanted to see the car preserved for the ages, only problem was it needed so much attention to be a useable car. If it were to be preserved, it would have had limited use. Miles and I share the same philosophy on cars, they are cars first and if they don’t work then make them work.
Please don’t think I’m putting down Sam, I’m not. But the car was rough and Miles did his level best to try and make it work for him. But as we all know that no two men have the same vision on practically anything, it applies here. Miles and I sat down and talked about our vision of what to do. The controversy started Miles decided to ditch the cut down 23 T coupe body for a 27 body I had. The frame was shaky and needed some attention other chassis bits too, the rear was broken and needed to be rebuilt, the super cool SamOram intake needed some machine work to get it sealed to the heads and so on. As we took the car apart we laid out a plan to get things sorted out and formed a whole new car using the majority of the components.
Here is the photo album, enjoy the build process over the last few years.
As started by yet another shop in town and resultant failure to build a sound foundation, this 1951 Chevrolet 1ton was altered, shortened and modified into a mess of a chassis. Way past budget and nearly two years after it was commissioned the truck ended up on my doorstep. What showed up was powdercoated in a grey and black hammered finish. The weld porosity was clearly visible through the coating, the rails were not straight and every hole to attach the body, bed and running boards was welded up and boxed to prohibit future attachment.
Not only was the frame not square or true, the front end was un-alignable, no mounts for the coil overs on the lower control arms, the rack was offset to the passenger side over an inch. It took 5/8″ shim to get the left side to align and no shims in the right I still got over 1/2º positive Camber and only 1º positive Caster. Because of the offset of the rack and it’s misplacement, the front end had a pretty severe bumpsteer on the left side and a proper connection between the rack and the spindle on the right was not possible without inches of toe out.
The rear suspension was so poorly installed that the bars could not be installed without forcing things into place and the coil overs were in a serious bind if the rear was adjusted for proper pinion angle. The panhard rod was also too long and so far out of alignment that it couldn’t even be forced into place. Even the rear axle housing was warped so bad that the axles didn’t fit properly and would have caused some premature wear issues.
The center tubular crossmember was insufficiently installed and triangulated. It provided no resistance for vertical support of itself nor for twist or beam resistance. Not even the forethought to support the transmission, it just took up space and added weight.
The decision was made to pretty much scrap the whole frame. We sent the frame over to our powdercoater to have them bake the coating off and sand blast back down to good metal. I don’t know if anyone has ever done it, but welding on anything with powdercoating is nasty stuff. What we got back shocked us even more, there were sections of boxing plate and front suspension crossmember that were not welded at all, others so poorly welded they were doomed to fail. No choice but to cut it apart.
Once down to bare rails Dr Marvelus and I commenced building some fixturing to hold the rails in place. This is where we spent far too much time on this build but we have some solid frame building gear to build the next one of these frames that come through the door. This also helped us get the frame rails straight and true, I believe the Dr spend nearly a week stripping and straightening to get to this point.
This was a 1Ton frame, so the shape is slightly different and the arch over the rear axle was much lower and didn’t allow for sufficient axle travel at the ride height we wanted. After a mockup of the body, bed, fenders and running boards we determined how much more arch over the axle we could use. We documented the important stuff and I drew up some new frame parts, cut and the good Dr MIG stitched them together and finished them to a stamped clean finish before grafting the new arches into the frame. Meanwhile I went about the front end, the stock front horns of the frame rails were absolute trash. Bent, welded and twisted out of working condition I decided to build new rails, but make them parallel from the firewall forward. I did similar on other trucks like the one we did for the Dynacorn Corporation, it gives you quite a bit more room for engine mounts and accessories as well as steering and so on.
I’m trying something a bit different with my boxing plates these days. Instead of the traditional plate or stepped-in boxing plates, these are C-shaped and thicken the frame rails to 3″ wide. The thicker frame rail will be much stronger and because of the lap joint, bowing after welding should be kept to a minimum, stronger weld and almost no finish grinding is necessary.
Next up was getting the front suspension in place and the center tubular crossmember. The front end is late C4 Corvette, fully polished and has Global West Del-A-lum bushings installed otherwise stock. The rack is FOX platform stuff and I had to render everything in my software to determine the geometry. The goal wasn’t ultimate handling but a good compromise between good handling and ride comfort. I think I found a good mix that keeps the roll center near ground level, has reasonable camber change and of course near zero bumpsteer. I could not dial it all out because of the FOX tie rod ends. Then I could go about designing the crossmember to hold it all in place.
The tube center X-member and integrated transmission mount got bent up, coped and TIG welded together. Note the lower two tubes of the X-member are parallel. This makes transmission swaps possible without having to fabricate new mounts. The trans mount itself has an offset to it so that a slight tap and twist counter clockwise lets it drop right out of the structure. If it didn’t, it would be very difficult to remove it.
The rear is a triangulated four link, designed to be close to the 100% anti squat and adjustable somewhat for pinion angle and centering. Nothing too special, just repurposed TCI parallel four links in stainless. We used the lower bars as is but shortened the upper bars to 17″. I fabricated a new crossmember to transition the frame rails at the front attachment point of the four bars. additional crossmembering for the four link to attach and to stiffen the frame rails.
The old narrowed housing was out of alignment and was in sad condition that we were asked to retube it. The rear axle housing was completely TIG welded and I made custom brackets to hold the lower bars and coil overs. Dr Marvelus made the upper bar tabs. The last bits were fabricating motor mounts, upper control arm mounts and coil over mounts then we went in in a flurry of activity. Then two intense days of TIG welding to finalize everything as it came out of the frame fixutring and became a roller.
If you would like to see all the details I took photos of, click here
The rolling chassis complete, we are moving forward with the build. Right now we are adding exhaust, fuel tank and fitting the cab to the frame. Stay tuned for more updates!
The story goes like this, Mr Funk called my sidekick Dr Marvelus on a late Friday night just after picking his “Rat Rod Hudson” from another shop here in town. Mr Funk was pleased as punch to get it on the road after his two year build process and many foldable greenbacks, but was absolutely terrified by what he now owned. The good Dr told him to bring it in Saturday morning.
What showed up on my doorstep may just be……. I digress. On with the story.
Lets back up a few hours, yes hours.
Upon picking up his car, the owner at Puerile Customs told Mr Funk to take it easy, don’t go out on the highway and learn the car because its a bit of a handful. Mr Puerile assured Mr Funk that the car was sound and he “stood by” his work. By Mr Funk’s account this car needed your undivided attention 100%, no taking your eyes off the road even for a second to look at the oil pressure or temp gauges. He was uneasy but had no major complaints as he drove his car home. Enjoying his conveyance it was time to hit the local, ahem, pub. Mr Funk recounted a tale of showing off his new joy to some colleagues and after some good natured ribbing and displays of encouragement, Mr Funk stepped on the gas and the trouble began.
The car careened in an uncontrollable manner and started the dreaded “death wobble” with the brakes applied at maximum sphincter gripping pressures, nothing happened. No control, four lanes of traffic were crossed before the car came to rest. Now terrified, Mr Funk made the call to Dr Marvelus.
And so, this is what landed at my doorstep.
Initial inspection, the drastic negative Ackerman, Model A wheels and steering location warranted a closer inspection. There was quite a lot to take in. Someone had obviously spent some time trying to produce something that would stagger its onlookers.
This car is definitely not HAMB material. Certainly not worthy of our notice. A breed that deserves our disdain and upturned noses. However there is a lesson to be learned here, an example needs to be made of those who have wronged Mr Funk and an opportunity for myself and Dr Marvelus to showcase our finely tuned skills and abilities.
Let me bore you with the intricate details of this so called “rat rod” shall we?
This first set of pictures is from my initial inspection, all I was truly concerned with was the condition of the front suspension and why it had the guidance system similar to that of a Scud Missile.
The first thing to draw my eye was the steering linkage, made up from pipe wrenches and connecting rods with a few machined bits thrown in for good measure. The steering box is a Saginaw 525 possibly from a Jeep because it takes 6.5 turns from lock to lock. The box mounted on studs just aft of the radiator were not sleeved. The holes were near edges and the plates were not fully welded. The steering shaft back to the steering wheel consisted of welded couplers, universal joints and a stub shaft from a VW bug mounted in a single bushing hanging from the dash. No substantial support left the steering wheel a bit flaccid. I apologize for letting that tidbit escape my camera’s eye.
If you would take notice, the welds holding the pipe wrench to the steering system in the above pictures. Notice how over temp and undercut the welds are.
I broke that bit off with a two foot prybar and about 30 pounds of force.
The next bit of bother was the tie rod. Most of you fine chaps know that mounting the tie rod out ahead of the axle is not always the best solution to your problems. However when building a “rat rod” getting the car as low as possible is your only concern. This means placing the front beam axle ahead of the radiator. This not only allows the lower tank of the radiator to be as low as possible, but also nudges the front axle out for at least another foot of wheelbase. This leaves the problem of what to do with the tie rod. Behind the axle is an issue as it interferes with the radiator and it’s rakish angle so your best bet is to flip the steering arms around front. If Mr Puerile had known about the work done by Mr Rudolph Akerman he could have avoided this folly into a steering system that caused the vehicle to push so severely that turning the wheel to full lock had a turning radius somewhat inside that of the Queen Mary.
The steering arms you see are most likely from a 1953-1956 Ford F100. Wait for the more creative uses of more of this donor vehicle.
Not truly concerned with the air spring mountings or any of the other gear, Mr Funk and I agreed to a figure and the vehicle was left to me. I pulled the vehicle inside my shop. It took me 20 minutes to achieve this due to the small 8′ door and 90º turn to enter the shop.
I shut the doors late Saturday night and left the little Hudson to think about where it had been. On the following Monday when I opened the doors and flicked on the lights the little Hudson greeted me by pops and creaks. It was resting firmly on the ground and the air pressure in its scuba tanks was at naught, but still, the suspension was so bound up that it continued to settle over 24 hours later.
The entire air system would not hold pressure for more than 20 minutes. In fact, it leaked so badly that it needed adjustment every 5 minutes or so just to maintain altitude.
And on to that. In adjusting the suspension from drivable to flat on the floor was not even remotely smooth. It did take a considerable amount of time to build up enough pressure to overcome the sticktion of the suspension mountings. And it was not easy to replicate the driving position. Dr Marvelus and I donned our handschuhes and went to work.
We found many things awry, the connecting rod bell crank system was merely hand tight, without any manner to keep the Grade 5 bolt in place that acted as the pivot. No inner sleeves, no bearings or bushes. We now know just some of what caused all the creaks and moans.
During dissasembly we notices several of the “welds” were poorly executed and were already showing cracks. The problems were mounting up and the agreement I made with Mr Funk were starting to fall out of favor with me. But a deal was struck and I needed to stick to it.
As the dismemberment went on and I was cooking up a plan on how to save this car for Mr Funk more exciting fabrication work was found. The good Dr and I assume that this car was concepted and built by stacking items against each, on the floor, other until pleasing to the eye then scraps of metal and what ever was lying about were used to make connections between the aforementioned items.
I reviewed what lay before me with the intent on just trying to fix what was here to make the Scud-Hud safe and reliable but was stymied at every turn. I could not find a frame or fitment satisfactory. My options were dwindling and knew I was just wasting time and energy. I decided that everything forward of the cowl was a lost cause. Nothing save for the brakes, spindles, HEIM joints and air springs themselves were about the only items worth salvation.
I went through quite a process to create a whole new front section of frame. I was unsastisfied with the look and condition of the 1941 Ford front I-beam axle and decided to trade Mr Funk one of my standard Model A axles. I also wanted to improve the pedigree of the old rat to a more upright citizen of the motoring kind. This meant standing the radiator and shell proper upright and rearranging a few items bringing the car into fine shape rather than the slough it was mimicking.
Firing up my digital computing machine and manipulating my figments the new front end started to grow on my screen. New formed frame rails with giant speed holes to help shrink the overall visual size of this car, it is rather large. I also placed a facsimile of the Model A axle and placed new connecting links and “batwings” to hold all the various bits in place as “traditionally” as possible given the circumstances.
Rumaging through my pile of cast offs I found a set of Delco Lovejoy shocks from the rear of a 1938 Cadillac that were in fine sporting condition and though they would be a very nice addition to the front of the Scud-Hud. As the car had no shocks front or back and the nature of the “suicide” mounted front mounted axle tends to not be friendly to airplane shocks. The long lever shocks could be mounted on the flanks of the frame rails with their spindly arms reaching forward to the axle.
My intent was to clean the lines of the new front frame section and draw your eyes away from the tidbits that were visually unappealing. The placement of the Cadillac engine afforded me just a bit of space behind the engine mounts to create a location for mounting the somewhat repulsive air springs. To connect the axle to the air springs I created a shaft and lever system mounted on bearings. This gave the appearance of torsion bars, a much more accepted look to the discerning Trad-Rodder.
Just installing simple levers did not satisfy my visual intent and did not articulate the air spring properly. I tipped the air springs outboard by 30º and created an unequal length and nonparallel linkage system that pushes the top of the air spring reasonably close to the the 30º line the air springs are mounted on and this also gave me the opportunity to use longer bellcranks for the leverage ratio I wanted. As an added bonus, I could install a polyurethane bumpstop under the upper control link and make it adjustable if needed to prevent the newly built vehicle from actually touching the pavement.
The clevises used in the four link bars are common rod ends available from my favorite hardware dispensary, McMaster-Carr. The ends are attached to the fabricated “batwings” using large shoulder bolts and PEEK plastic bushings That allow rotation in one plane. Using a HEIM on this end would not work properly as the weight of the car is going to be hanging from the batwing and a few inches aft of the axle. There will be forces to pull the batwings inboard, this arrangement of connection will hamper this action.
While I was designing the save for the front half of Mr Funk’s Scud-Hud, he had a conversation with Dr Marvelus about repairing the less than satisfactory body panels and possibly taking care of a few more items on the car. I was waiting for materials and supplies to show up so in order to keep things moving along, the good Dr Marvelus sheared up some sheet steel and went banging away.
As the materials showed up, I processed the solid model drawings I had made into a language understood by my plasma machine. Cut the parts and started to assemble the individual components to make up the front clip.
I spend some time machining tubes to accept the bearings of the lift shafts and securely welding them into my motor mount/air spring structure and radiator core support.
And Dr Marvelus attacked the rear with a new apron to cover the Scud-Hud’s neither regions.
More parts added into the mix and the front half of the frame is taking shape. The four bars are fabricated using 1.25″ X .125 DOM steel tube for the uppers. The 1″ clevis at the front and the salvaged 3/4″ HEIM at the rear. The lowers are 1″ X .125 DOM steel tube with a 3/4″ clevis at the front and a 5/8″ HEIM at the rear. The linkages connecting links from the shaft bellcrank and guide link have bronze bushings and sleeves to allow free but controlled movement. The front of the lift shafts are connected to the batwings using standard 1.75″ spring shackles.
The day came and the Scud-Hud was to become a bit more Sir and a bit less Rat. Dr Marvelus and I scuttled the Hud from the two post lift to the fabrication table and continued to centerline and level the Hud out. Clamping it to the table we realized how out of square the frame was, twisted and deformed. The engine and trans were pulled from the solid mounts and the cutting began. The weld slime was removed and the remaining frame chunks were trimmed to a reasonable size and condition for me to attach my new front frame section to.
Mr Funk asked me to inspect every element of the car to ascertain the proper function and serviceability. While assembling the front suspension to set up the new steering arms, I needed to remove the brake rotors from the spindles. Upon pulling the dust caps I found blacked grease. I am familiar with the type of grease, it was Lucas Red Tacky and was gritty and burned. Not only that I noticed there was not a tang-washer in sight! This was a disc brake kit ordered directly from Speedway Motors and I would be a bit dismayed that the kit did not come with one. Regardless of whether it was supplied or not, there was a machined and zinc plated spacer between the outer bearing and the spindle nut.
I inspected the bearings, there was a liberal amount of grease applied to the spindle stud but superficial amounts were packed into the big end of the rollers. It also appeared as if the protective coatings the bearings were shipped with was not removed and this contaminated the bearing grease. Moving on from that, I fitted the king pins to the new Model A axle and modified the Speedway caliper brackets to work with the CE bolt on steering arms and cut and threaded a proper tie rod.
It was about this time when I realized what type of vehicle these RadRodsters are trying to emulate, I think they are enamored with the Fuel Coupe but just miss the mark by a bit.
It was about this point where Mr Funk reached his ultimate frustration with the Scud-Hud. He wanted Dr Marvelus and I to remove the silly ammo box wiring control system, seats and expanded metal drive shaft tunnel to get the floor out. At the same time to investigate why the rear axle was offset to right by over an inch.
What we found made us quicken our pace at deconstruction. There was literally everything from a dollars worth of Nickles to exhaust U-bends, Rebar, All Thread and multiple layers of scrap metal that made up the floor. All manner of square tubing and plate was used to weld the rotten body to the frame. Two flex plates copped it for the seat mounts and they were cut in half so haphazardly that who I assume was Mr Puerile that had done this work, filled over a 1/2″ gap with MIG weld to attache the half flex plated to the 16 gauge sheet metal floor.
Now we were getting down to the meat of the matter. Just how so much of this car got off track and why so much was out of square. The frame rails were tapered, narrower at the front than the back under the body. However, the builder squared the crossmember tubes to the right side frame rail making the cross beams not square to the centerline of the car. This mistake was further compounded in the rear kick up that supported the entire triangulated four link system. While the brackets were close to correct on the axle, the frame they were attached to were not.
My judgement was to cut the rear kick up off and the last rear cross beam and try to rebuild the frame from there back. After deconstruction it was clear that there was no saving what was left without many hours of laborious work and for little gain. It all had to go. Out came the Air-Arc to remove my clip from what was left of the sorry frame.
Back to the computer for me. I had to construct a simple and cost effective frame that would actually work well with what I had already created but didn’t rupture Mr Funk’s wallet. I also needed to reuse as much of what already existed and keep it all under the envelope of the body. I regret my decision (you will see later) but the end result works quite well and Dr Marvelus and I can finally cut this project short and get back to repairing.
I chose a triangulated rear four link system with a air spring mount that keeps the end caps of the bellows parallel to each other.
While doing my set up for the upper bars of the four link system I found the last bit of rubbish I had to deal with. While the lower fourbar/coilover brackets were at least centered on the housing, they were not clocked properly. The right side bracket was at least 15º forward of the left side. This pushed the rear axle back over 1/2″ on the right. They had to come off.
The lower bars of the rear four link are a bit complex, but considering what I am going to ask of them they will need to be heavy duty. The sides consist of 10 gauge Cold Rolled steel plate, machined bushings and a length of 1.25″ CR Bar threaded with 3/4″ 16 on the end to accept the Heavy duty HEIM end. Then the rest of the assembly came together rather quickly. Upper bar and bellows mounts, and damper strut mountings.
I reversed a Corvette steering gear I had lying about and attached it to a mount sprouting out the back of the left front frame horn and then fabricated a new steering arm to finish up the front. A set of engine mounts and transmission pad to tie up all the loose ends before disassemblely and final weld out of the frame.
Off the table and onto the floor for another mock up. This time with the new wheels and tires, no adapters and a whole new attitude. These last few shots are without the bumpstops in place, so yes, the frame can touch the ground. With the stops in place it cannot.
There is still quite a bit for us to do yet, but for now it’s off the table and is ready for true progress for a total redemption. While it may not be your style of car, it will be a sound and safe driving car with a flair.
Dr Marvelus and I will be repairing more of the bodywork, installing a true floor that seals out nature. As well as adding a few styling cues that will help prevent the Scud-Hud from being terribly dated and keeping Mr Funk happy for miles to come.
The project took a turn, Mr Funk didn’t want to spend the greenbacks to properly repair the Hudson body. It was discussed that if he could find a better body with a bit more value it would be in his best interest to do so. He found a very rough 1931 Model A coupe body with a horribly botched chop and quarter repair. This is the body that the car left with. I will do updates in a while.
I am just bringing this up because someone brought it up on the HAMB today.
Shawn wants to build one serious little street machine/pro-touring monster out of his high school ride. He’s had this little P44 for decades just waiting for its day of glory. The plans were for a supercharged or turbocharged GM LS series engine and heavy duty overdrive automatic, 18 ” wheels and some wide but low profile rubber. Front suspension was a tough one for us. This car is only 60″ wide inside the fender lips so with some modern wide rubber under it, even with modern positive offset wheels the axle widths are going to be narrow. To try and get some handling, stay within budget and still get the engine and exhaust in place, we made the decision to use later SN95 Mustang front struts and knuckles with a coil over conversion. The rack will most likely be a narrowed Mustang II rack from Flaming river.
We did a bit of brain storming and decided to build a 2X3 Box tube frame for it and try and keep as much floor intact as possible. But with the tire selections for the rear and the needed engine set back the firewall, some of the floor and the rear wheel houses had to go.
This was the first car to get set up on our brand new fabrication table and the table has worked out very well. Brian fabbed up a set of body stands after cannibalizing our old pull post hardware (that we never used) for the pinch weld clamps and a bit of hard 3/4″ fine thread all-thread rod. Leveled out and secure to the table both Brian and I made some dimensions and planned some routing for the frame rails. Napkin sketches in hand, I headed for the computer and Brian started cutting out the firewall and old transmission tunnel. The engine (6.0L from a Silverado) got cleaned up a bit and mated to the Craigslist find, rebuilt 4L60E trans and propped up in place.
Pretty tight fit against the radiator. We ended up pushing the engine back two inches inside the new firewall line so we had enough room for a radiator and some electric fans. There might just be enough for an intercooler too!
Shawn and I discussed the methods of adding power to this 6.0 and turbocharging seems like a natural. Amazing amounts of power and street friendliness that just can’t be matched by roots or screw superchargers. This is after all a car that has to do double duty of hooning and daily driving AND have the occasional road trip across country thrown at it.
While Brian was working on the car, I started rendering the frame and producing a cut list and dimensions. I created rails and tubes to pick up the mounting points for the front bumper brackets and core support. I use the core support as my datum in this case. From there I created planes for the front and rear axle center-lines and the ZX plane is the table surface. This way we can work between the real parts and the computer rendering and have some consistency.
I finally decided on wheels and tires after doing a few hours of research. Since we are using the the Mustang struts it was a natural to use a set of Mustang Bullet wheels. I found several sources for them in 18X9 and 18X10 and they had a 24mm and 22mm positive offsets respectively . I was able to to punch in some numbers and render a facsimile of both wheels as well as some rubber skins for them.
I place the wheels and tires on plane and was able to measure for the rear axle. It’s pretty narrow at 47.5″ wide wheel flange to wheel flange! But now I had data and could start rendering the bit for locating the rear axle, coil overs and linkage. We are going to use a torque arm rear suspension. It’s what I know and it’s reasonably compact and very street friendly. So far guessing my antisquat line, I’m coming up with 139% antisquat and for now that’s good enough. I of course have designed in some extra holes for future adjustment.
Sorry folks, Shawn had to pull the project. Finances for this project dried up.