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  1. #21
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    Nov 2012
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    Car Year & Model: 70 Plymouth Cuda
    Competing in: optima Ultimate Street Car & Road Course Track Days
    Front Clip/Suspension: TA Track-Warrior Front Clip
    Rear Clip/Suspension: GT Track-Warrior Rear Clip
    Engine: Twin Turbo 488" R3 Dodge NASCAR Engine
    Trans: T56 6-speed
    Brakes: StopTech 14 ST60/ST40
    Owner: Craig Scholl
    Builder: Craig Scholl

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

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

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

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    Feel free to chime in or ask technical questions. I am here to help where I can.

    Ron Sutton

    Ron Sutton Race Technology
    Your One Stop, Turn & Go Fast, Car Building Resource Center for Autocross, Track, Road Racing & Triple Duty Pro-Touring Cars

    Check out our 412 Page Car Building Catalog HERE

    Features: Suspension, Chassis, Cages, Brakes, Rear Ends, Engines, Transmissions, Aero & Much, Much More!


  2. #22
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    Nov 2012
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    Car Year & Model: 70 Ford Mustang Fastback
    Competing in: NASA TTU & Track Days
    Front Clip/Suspension: GT Track-Warrior
    Rear Clip/Suspension: GT Track-Warrior
    Engine: Track-Warrior 3 LS7 700 HP
    Trans: Sequential Shift T56 6-Speed
    Brakes: StopTech 14 ST60/ST40
    Owner: Greg Weld
    Builder: Randy Chastain One Off Customs

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


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

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    Feel free to chime in or ask technical questions. I am here to help where I can.

    Ron Sutton

    Ron Sutton Race Technology
    Your One Stop, Turn & Go Fast, Car Building Resource Center for Autocross, Track, Road Racing & Triple Duty Pro-Touring Cars

    Check out our 412 Page Car Building Catalog HERE

    Features: Suspension, Chassis, Cages, Brakes, Rear Ends, Engines, Transmissions, Aero & Much, Much More!

  3. #23
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    Apr 2001
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    #becauseracecars

    :-)

    Andrew
    1970 GTO Version 2.0
    1967 Cougar build
    GM High-Tech Performance feature
    My YouTube Channel Please Subscribe!

    "You were the gun, your voice was the trigger, your bravery was the barrel, your eyes were the bullets." ~ Her


  4. #24
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    Nov 2012
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    Sacramento, CA
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    Quote Originally Posted by andrewb70 View Post
    #becauseracecars

    :-)

    Andrew
    For sure ! At least the 70 Mustang is. It will only be a fun "Track Car" & occasionally race in NASA's unlimited classes.

    Many of our clients building Track-Warriors are doing the "Race Car with license plates" thing.
    Feel free to chime in or ask technical questions. I am here to help where I can.

    Ron Sutton

    Ron Sutton Race Technology
    Your One Stop, Turn & Go Fast, Car Building Resource Center for Autocross, Track, Road Racing & Triple Duty Pro-Touring Cars

    Check out our 412 Page Car Building Catalog HERE

    Features: Suspension, Chassis, Cages, Brakes, Rear Ends, Engines, Transmissions, Aero & Much, Much More!

  5. #25
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    Nov 2012
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    Car Year & Model: 1965 Buick Wildcat
    Competing in: Track Days, Autocross, optima planned
    Front Clip/Suspension: RSRT GT Track-Warrior
    Rear Clip/Suspension: Custom Torque Arm
    Engine: Built Buick 455 Dry Sump
    Trans:Tremec 6-Speed
    Brakes: Wilwood
    Owner: Jeff Peoples
    Builder: Jeff Peoples

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

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

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


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    Feel free to chime in or ask technical questions. I am here to help where I can.

    Ron Sutton

    Ron Sutton Race Technology
    Your One Stop, Turn & Go Fast, Car Building Resource Center for Autocross, Track, Road Racing & Triple Duty Pro-Touring Cars

    Check out our 412 Page Car Building Catalog HERE

    Features: Suspension, Chassis, Cages, Brakes, Rear Ends, Engines, Transmissions, Aero & Much, Much More!

  6. #26
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    Mar 2018
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    1

    Default 69 torino

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

    Here are some pictures of the 69 Torino roll cage
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  7. #27
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    Nov 2012
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    My unfinished 57 Chevy Track-Warrior Project is for sale.

    You can finish it, or we can have Randy Chastain at One-Off-Customs finish it to whatever degree you want.
    * Same shop building Greg Weld's Mustang & Mark Milliron's Torino.



    Smoking Deal ! Get all the details here: http://lateral-g.net/forums/showthre...151#post676151



    Feel free to chime in or ask technical questions. I am here to help where I can.

    Ron Sutton

    Ron Sutton Race Technology
    Your One Stop, Turn & Go Fast, Car Building Resource Center for Autocross, Track, Road Racing & Triple Duty Pro-Touring Cars

    Check out our 412 Page Car Building Catalog HERE

    Features: Suspension, Chassis, Cages, Brakes, Rear Ends, Engines, Transmissions, Aero & Much, Much More!

  8. #28
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    Sep 2007
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    Brunswick, GA
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    Loving this thread and all the different build styles going on! Thanks and please keep it going Ron!
    Chris Ronson

    -1967 Camaro SS
    -1966 LeMans - Project "Last Breath" (breaking ground 2017)

  9. #29
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    Quote Originally Posted by SIK02SS View Post
    Loving this thread and all the different build styles going on! Thanks and please keep it going Ron!
    Hey Chris! Thanks for chiming in. I see all the views & know people are checking the thread out all the time. But I found it odd no one was commenting or asking questions.

    Hey y'all! Feel free to chime in with comments or questions.




    Feel free to chime in or ask technical questions. I am here to help where I can.

    Ron Sutton

    Ron Sutton Race Technology
    Your One Stop, Turn & Go Fast, Car Building Resource Center for Autocross, Track, Road Racing & Triple Duty Pro-Touring Cars

    Check out our 412 Page Car Building Catalog HERE

    Features: Suspension, Chassis, Cages, Brakes, Rear Ends, Engines, Transmissions, Aero & Much, Much More!

  10. #30
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    Jun 2012
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    South Lyon, MI
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    Ron,

    First off, this is a cool thread with a lot to look and and learn.

    Second, I have a question regarding the transmission tunnels. It seems that there is a lot of structure between the transmission tunnels and the rocker panel to support the floor and to provide safety. There is some reasonably stiff structure over the top of the transmission tunnels. However, from what I see here, the bottom is open.

    I am building what is essentially a structural transmission tunnel that looks similar to some of these. However, I plan to enclose the bottom to some degree to give it more torsional stiffness. Will you be adding anything under the transmission and driveshaft to do the same?

    I am basing this concept on a lot of Collin Chapman's designs form the Lotus Seven up though the Europa that had a structural backbone in the car to keep it torsionally rigid. I will have a roll cage for rollover protection and to comply with governing body safety regulations. Maybe I am just over-engineering the project.

    It is a 1974 Nova. So it was pretty flexible from the factory. I want the frame to be very rigid so the suspension can work properly.

    Any thoughts?

  11. #31
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    Quote Originally Posted by cornfedbill View Post
    Ron,

    First off, this is a cool thread with a lot to look and and learn.

    Second, I have a question regarding the transmission tunnels. It seems that there is a lot of structure between the transmission tunnels and the rocker panel to support the floor and to provide safety. There is some reasonably stiff structure over the top of the transmission tunnels. However, from what I see here, the bottom is open.

    I am building what is essentially a structural transmission tunnel that looks similar to some of these. However, I plan to enclose the bottom to some degree to give it more torsional stiffness. Will you be adding anything under the transmission and driveshaft to do the same?

    I am basing this concept on a lot of Collin Chapman's designs form the Lotus Seven up though the Europa that had a structural backbone in the car to keep it torsionally rigid. I will have a roll cage for rollover protection and to comply with governing body safety regulations. Maybe I am just over-engineering the project.

    It is a 1974 Nova. So it was pretty flexible from the factory. I want the frame to be very rigid so the suspension can work properly.

    Any thoughts?

    Great question Bill. I need more info to give you a correct answer. What do you plan to do as far as roll cage & other frame structure?
    Feel free to chime in or ask technical questions. I am here to help where I can.

    Ron Sutton

    Ron Sutton Race Technology
    Your One Stop, Turn & Go Fast, Car Building Resource Center for Autocross, Track, Road Racing & Triple Duty Pro-Touring Cars

    Check out our 412 Page Car Building Catalog HERE

    Features: Suspension, Chassis, Cages, Brakes, Rear Ends, Engines, Transmissions, Aero & Much, Much More!

  12. #32
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    Jun 2012
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    Quote Originally Posted by Ron Sutton View Post

    Great question Bill. I need more info to give you a correct answer. What do you plan to do as far as roll cage & other frame structure?
    It will have a 4 point rollbar this year for sure, but will eventually have a 6 point cage with door bars.

    I am connecting the subframe back to the rear suspension. I have channeled the body over the subframe, so it will be welded to the floor. It protrudes about 1 inch up through the stock floor pan. Everything between the stock frame rails will come out and be replaced with a structure not unlike what you have done in some of these examples.

    I will run 2X2 16 gauge tubing down each side of the transmission tunnel from the front suspension to the rear suspension. On top of that I am building a structure of square and round tubing that will be similar to a Lotus Seven backbone.

  13. #33
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    Quote Originally Posted by cornfedbill View Post
    It will have a 4 point rollbar this year for sure, but will eventually have a 6 point cage with door bars.

    I am connecting the subframe back to the rear suspension. I have channeled the body over the subframe, so it will be welded to the floor. It protrudes about 1 inch up through the stock floor pan. Everything between the stock frame rails will come out and be replaced with a structure not unlike what you have done in some of these examples.

    I will run 2X2 16 gauge tubing down each side of the transmission tunnel from the front suspension to the rear suspension. On top of that I am building a structure of square and round tubing that will be similar to a Lotus Seven backbone.

    Gotcha. I'll break my answer into two parts.

    A. Yes, adding structure under the trans tunnel will increase chassis rigidity. But, will make working on the car harder.

    B. You have a lot of other options that would not make the car harder to work on, and add more structural rigidity than the bracing under the tunnel. Running a roll cage that ties the front subframe into the car better is the best, most valuable area to strengthen.

    Under the trans tunnel is less important, than stiffening the front chassis area, in my experience. We load the front end the most.

    Feel free to chime in or ask technical questions. I am here to help where I can.

    Ron Sutton

    Ron Sutton Race Technology
    Your One Stop, Turn & Go Fast, Car Building Resource Center for Autocross, Track, Road Racing & Triple Duty Pro-Touring Cars

    Check out our 412 Page Car Building Catalog HERE

    Features: Suspension, Chassis, Cages, Brakes, Rear Ends, Engines, Transmissions, Aero & Much, Much More!

  14. #34
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    Quote Originally Posted by Ron Sutton View Post

    Gotcha. I'll break my answer into two parts.

    A. Yes, adding structure under the trans tunnel will increase chassis rigidity. But, will make working on the car harder.

    B. You have a lot of other options that would not make the car harder to work on, and add more structural rigidity than the bracing under the tunnel. Running a roll cage that ties the front subframe into the car better is the best, most valuable area to strengthen.

    Under the trans tunnel is less important, than stiffening the front chassis area, in my experience. We load the front end the most.

    Ron,

    Thank you for your kind advice and your time.

  15. #35
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    Car Year & Model: 70 Ford Mustang Fastback
    Competing in: Track Car & Occasional NASA TTU races
    Front Clip/Suspension: GT Track-Warrior
    Rear Clip/Suspension: GT Track-Warrior
    Engine: Track-Warrior 3 LS7 700 HP
    Trans: PPG Sequential Shift T56 6-Speed
    Brakes: StopTech 14 ST60/ST40
    Owner: Greg Weld
    Builder: Randy Chastain One Off Customs

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

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



    RR Air Jax shown. The 4 bosses welde to the main hoop are for the battery box. You can see the slotted lower 3-Link mounts. This lets us get the lower links perfectly level for zero rear steer. And we can adjust them up for positive rear steer (turn better on tight corners), or down for counter rear steer (more rear grip on fast sweeping corners).
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    Here you see the whole powertrain inside the tunnel, as well as the exhaust. All of the exhaust will be coated inside & out with Jet-Hot's 2000 thermal barrier coatings to contain the heat inside the exhaust, where it needs to be, while protecting the transmission & driver in the cockpit.
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    Our Slotted steering column mount lets us place the steering column in the best location. We use 3 u-joints in our columns. One at the rack, the second you see to the right of the mount & a third, just inside the firewall. This allows us to make the steering column "tilt" inside the cockpit to driver preference, without affecting the mounting location in the engine bay.
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    The RSRT tabs on the front of the monster 2.5" OD sway bar tube hold either 2" or 3" poly bushings for the radiator to sit in. The bracket with the 10 little holes will mount the front end "receiver" ... and can be adjusted up or down after install.
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    There are something like 72 lightweight Dzus fastener tabs on the bottom side of the chassis to mount the smooth belly pan & diffuser.
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    Just mocking up steel floor panels after the pedals are all in place.
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    Every shop needs a "Shop Dog". Layla is the most "chill" dog ever.
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    The aluminum panel INSIDE the cockpit is rubber mounted to insulate the ECU & other electronics from NVH. The two light tabs in the upper right mount the ARE dry sump breather. The 4 below ... two on the cross tube & two on the frame that are hard to see ... mount the ARE 2.7 gallon dry sump tank.
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    Passenger side cockpit
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    Pedals (Brake & Clutch are Wilwood) Throttle is a GM Corvette DBW
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    battery Box installed. We use a zinc "removable" battery box because ...
    1. Zinc will "resist" battery corrosion longer than paint or powder coat
    2. Eventually, it will corrode & look like crap ... and a new one can be bolted in.
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    Last edited by Ron Sutton; 05-18-2018 at 01:49 PM.
    Feel free to chime in or ask technical questions. I am here to help where I can.

    Ron Sutton

    Ron Sutton Race Technology
    Your One Stop, Turn & Go Fast, Car Building Resource Center for Autocross, Track, Road Racing & Triple Duty Pro-Touring Cars

    Check out our 412 Page Car Building Catalog HERE

    Features: Suspension, Chassis, Cages, Brakes, Rear Ends, Engines, Transmissions, Aero & Much, Much More!

  16. #36
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    Car Year & Model: 70 Ford Mustang Fastback
    Competing in: Track Car & Occasional NASA TTU races
    Front Clip/Suspension: GT Track-Warrior
    Rear Clip/Suspension: GT Track-Warrior
    Engine: Track-Warrior 3 LS7 700 HP
    Trans: PPG Sequential Shift T56 6-Speed
    Brakes: StopTech 14 ST60/ST40
    Owner: Greg Weld
    Builder: Randy Chastain One Off Customs

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


    The man, the myth, the legend that is Greg Weld. LOL
    In all seriousness, it was great to see Greg. For those that don't know, he is battling cancer ... again ... in a different area.
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    Fitting went well. We work out seat position first ... relative to the pedals. Then we dialed in the steering wheel location ... switches, fire pull handle, shifter, etc.

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

    In this photo, you can also see the fire suppression bottle & the FAST driver cooling system to provide cool water to the driver's cool suit & cool air to the driver's helmet. Anyone that has done this knows the cockpit can be 40 hotter than the air temperature on track days. Keeping the driver cool ... to be safe, drive better & have more fun ... costs about $1500.
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    Two things have saved more lives than ANY other safety device in the last 20 years ... HANS devices & full containment seats like you see here.

    This one is a heavy duty ButlerBuilt road race seat spec'd by me, with head & shoulder supports (to prevent injury/death in side impacts) and set back headrest (to provide room for HANS). Best protection available for $899. See them HERE.
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    You can't see the 4 slotted brackets we use on the chassis to allow the seat to be moved fore or aft by loosening & re-tightening the bolts. This does require a new rear seat support to be made, as we don't slot those typically.
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    More build update photos ...

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


    NiCopp brake lines go through frame with special 2" long bulkheads.
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    You can see all the triangulation & braces in the engine bay. Most folks don't realize this is where the most force & flex happens. When this area is rigid ... the tires see the FULL load of the force & create optimum grip. Any deflection is this area REDUCES tire loading & grip.
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    Body bolted to the chassis just for mock up.
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    If you pay close attention to the body mods, you can see how aero smooth this body is & how clean the airflow is over the roof & too the massive rear wing we'll run.
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    Firewall mock up, before stepping the sheetmetal. Firewall, floor & rear bilkhead are are STEEL, for increased fire protection. We seal every seam with a special fire retardant 3M product.
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    Dash mock up. (It will be capped on the ends & mount to the final X door bars once they are installed).
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    Firewall sheet metal in place.
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    More firewall sheet metal.
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    Interior sheet metal showing the trans tunnel.
    Notice the U-shaped tube that the steering column mount clamps to.
    This clamp is easy to adjust to move the steering column/wheel up or down.
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    Rear bulkhead sheet metal & rear deck sheet metal being mocked up.
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    Different angle
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    Basic dash before Autometer digital dash & style added.
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    Better angle of rear deck sheet metal.
    The three tabs on the right are for the seat & harness mounts
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    Last edited by Ron Sutton; 05-18-2018 at 02:29 PM.
    Feel free to chime in or ask technical questions. I am here to help where I can.

    Ron Sutton

    Ron Sutton Race Technology
    Your One Stop, Turn & Go Fast, Car Building Resource Center for Autocross, Track, Road Racing & Triple Duty Pro-Touring Cars

    Check out our 412 Page Car Building Catalog HERE

    Features: Suspension, Chassis, Cages, Brakes, Rear Ends, Engines, Transmissions, Aero & Much, Much More!

  17. #37
    Join Date
    Nov 2012
    Location
    Sacramento, CA
    Posts
    2,548
    Country Flag: United States

    Default

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

    Even MORE photos of the build.

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




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

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

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

    Last edited by Ron Sutton; 05-18-2018 at 12:07 PM.
    Feel free to chime in or ask technical questions. I am here to help where I can.

    Ron Sutton

    Ron Sutton Race Technology
    Your One Stop, Turn & Go Fast, Car Building Resource Center for Autocross, Track, Road Racing & Triple Duty Pro-Touring Cars

    Check out our 412 Page Car Building Catalog HERE

    Features: Suspension, Chassis, Cages, Brakes, Rear Ends, Engines, Transmissions, Aero & Much, Much More!

  18. #38
    Join Date
    Nov 2012
    Location
    Sacramento, CA
    Posts
    2,548
    Country Flag: United States

    Default

    Hey Everyone! Two Quick Announcements



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

    2. Ron Sutton Race Technology is having a huge sale. I call this one: The Boss is Gone on Vacation Sale !
    We only hold a "SALE" twice a year. Once during the end of year Holidays ... and once RIGHT NOW - May 23 to June 1st
    * Dave Hanson & Susan Kinnicutt are Handling the Big Sale while I'm Gone.


    #1 - FREE SHIPPING on EVERYTHING in our Catalog during this sale ! Save $100's if not $1000+
    #2 - Plus - Free 2018 Ron Sutton Workshop Ticket (Regular $349) with any purchase over $1500
    #3 - RSRT Bonus Bucks to Spend on ANYTHING in our Catalog !!! (See each item for amount)


    See ALL the Sale Specials HERE.
    See Online Catalog HERE.


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

    If you need anything while I'm gone, contact ...

    Dave Hanson (Sales Manager)
    844-722-3832 Ext 1
    Dave@RonSuttonRaceTechnology.com

    Susan Kinnicutt (Office Manger)
    844-722-3832 Ext 3 (Only while I'm gone)
    Susan@RonSuttonRaceTechnology.com
    Feel free to chime in or ask technical questions. I am here to help where I can.

    Ron Sutton

    Ron Sutton Race Technology
    Your One Stop, Turn & Go Fast, Car Building Resource Center for Autocross, Track, Road Racing & Triple Duty Pro-Touring Cars

    Check out our 412 Page Car Building Catalog HERE

    Features: Suspension, Chassis, Cages, Brakes, Rear Ends, Engines, Transmissions, Aero & Much, Much More!

  19. #39
    Join Date
    Apr 2010
    Location
    Jersey Shore
    Posts
    481
    Country Flag: United States

    Default

    Ron- It looks like you are using -4 for the brake lines. Is there any specific reason for this over the -3 that most of these cars used originally?
    -Chris
    '69 Corvette
    '55 Chevy Hardtop
    AutoWorks Middletown, NJ
    @autoworksnj for corvette and shop car pics
    http://www.pro-touring.com/showthrea...e-Build-Thread

  20. #40
    Join Date
    Nov 2012
    Location
    Sacramento, CA
    Posts
    2,548
    Country Flag: United States

    Default

    Quote Originally Posted by vette427-sbc View Post
    Ron- It looks like you are using -4 for the brake lines. Is there any specific reason for this over the -3 that most of these cars used originally?
    Hey Chris !

    No -4. We run -3 brake lines everywhere.
    Feel free to chime in or ask technical questions. I am here to help where I can.

    Ron Sutton

    Ron Sutton Race Technology
    Your One Stop, Turn & Go Fast, Car Building Resource Center for Autocross, Track, Road Racing & Triple Duty Pro-Touring Cars

    Check out our 412 Page Car Building Catalog HERE

    Features: Suspension, Chassis, Cages, Brakes, Rear Ends, Engines, Transmissions, Aero & Much, Much More!

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