Track-Warrior Builds - RSRT & BYO

[Ron Sutton]

This thread is devoted to Ron Sutton Race Technology Track-Warrior Builds


Thread Guidelines

RSRT Clients & RSRT Authorized Track-Warrior Builders are encouraged to:


Show & talk about your build with front and/or Track-Warrior rear clips or complete Track-Warrior chassis
Show the car & share info about your unique build from start to finish … like a build thread
Show & talk about how you built your car … your way.
Show & talk about how your car is unique


Guests are encouraged to ask questions & make comments


PLEASE:

RSRT Clients & RSRT Authorized Track-Warrior Builders please use this format at the TOP OF EVERY POST … so people can tell it’s your car.


Format to use
Car Year & Model:
Competing in:
Front Clip/Suspension:
Rear Clip/Suspension:
Engine:
Trans:
Brakes:
Owner:
Builder:

Examples
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

Car Year & Model: 65 Chevelle aka “G-Velle”
Competing in: Autocross
Front Clip/Suspension: AXT Track-Warrior
Rear Clip/Suspension: Ober-Link Rear Suspension
Engine: Mast LS3 625HP
Trans: Bowler T56 6-speed
Brakes: StopTech 14” ST60/ST40
Owner: Aaron Oberle
Builder: Aaron Oberle

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

Then write your text & show photos of your car build !!

[Ron Sutton]

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

Everything starts somewhere. This project started with Mark Milliron's favorite NASCAR stock car in mind, the 69 Torino body.

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Mark had this car complete at one time.

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But had this in mind for it:

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Follow along as Randy Chastain at One-Off Customs & Mike Tolle from Tolle Fab collaborate to build this car into a roller with Ron Sutton Race Technology GT Track-Warrior front & rear suspension, cage design & more.

[Ron Sutton]

Car Year & Model: 65 Chevelle aka “G-Velle”
Competing in: Autocross
Front Clip/Suspension: AXT Track-Warrior
Rear Clip/Suspension: Ober-Link Rear Suspension
Engine: Mast LS3 625HP
Trans: Bowler T56 6-speed
Brakes: StopTech 14” ST60/ST40
Owner: Aaron Oberle
Builder: Aaron Oberle

My good friend Aaron Oberle is struggling with some health issues right now. Please keep him in your prayers. He is a great guy & we need him here for quite a while longer. I decided to post some of his build for him & he can take it over when he's feeling better.

Aaron has been running this Chevelle for quite a while. We became friends back in 2014 so I think this photo was back in 2014 or so. I added the lines so we could see how much roll angle he had back then.

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He has built it to this now, with 315's on all corners, a lower stance, more power & a mean handling package.

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We at Ron Sutton Race Technology started by building him a semi-custom (as they all are) AXT Front clip & Suspension.
* AXT stands for Autocross & Track. These AXT front frame & suspension packages are superior to our (and other) TA2 designs, but not as high travel as our TA front clips.

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[Ron Sutton]

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

Greg decided he wanted something faster & meaner than his 65 Mustang Fast Back he was tracking & told me to build him one of our GT Track Warrior cars "turn key." We made his 65 is crazy fast for only having 245 tires all around and Zero Aero downforce with great suspension & brakes. But this new machine is going to be MEAN!

Light ... 2700#. Lots of aero dowforce ... 1500# ++. Good Power ... 700HP. Sequential no-lift-shift 6-speed. 335 slicks on all 4 corners. Giddy Up !!

It started with the selection of a cool, good looking 70 Fastback Mustang body ... and the desire to make it "meaner." Track width is grip. Pure & simple. So we decided we wanted the body 6" wider ... from the fenders down ... so the greenhouse stayed the same size (so as not to increase drag). I had a lot of changes made to the body to increase downforce. I'll explain them as we show you the car build.

Now getting the body built ... in fiberglass ... took longer than planned, primarily due to all the customization. We can normally get a complete fiberglass body shell, front end, doors, hood, deck lid, etc ... in about 3-4 months. This one took 6 months.

Here are some photos of the body building process.

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The body shell arrived at Randy Chastain's One-Off Customs shop 10 days ago. Since then, he already has the front clip, rear clip & subframe built with the engine, trans & fuel cell mocked up. Now he's mounting the body. We'll show you those as we go along with the build.

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We plan to shake the car down at Thunderhill Raceway in Northern California at the end of June, so the actual car build is hauling ass. Stay Tuned Boys & Girls !

[Ron Sutton]

For Greg Weld's 70 Fastback Mustang Track-Warrior ... we had a custom body built that is 6" wider! It's 3" wider on each side, right where the greenhouse (roof & pillars) meet the body.

This was done by hand with fiberglass veterans with experience doing custom bodies.

Here is a progression of the body being built.



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[vette427-sbc]

Happy to be a part of this club!

Car Year & Model: 1969 Corvette Coupe
Competing in: open track days, local auto-x, grocery runs
Front Clip/Suspension: RSRT AXT
Rear Clip/Suspension: Custom 5 Link IRS
Engine: 427 SBC
Trans: GTO L56
Brakes: RSRT Stoptech ST60/40 w/ Teves MK60 ABS
Owner: Chris Rauso
Builder: DMP Fabrication (chassis fab) AutoWorks (everything else)

The car prior to this frame off was a very fun triple duty street/autox/road course car with mostly off the shelf suspension upgrades with a few of my own geometry and brake tweaks. It wasnt competitive and had its limitations but I had fun beating the hell out of it on a daily basis. As with all projects I decided to change it up and that snowball has now turned into an avalanche :rotfl:

having trouble uploading some of my pictures full size
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Initial chassis jig
https://www.pro-touring.com/attachment.php?attachmentid=149491&d=1519099614

Rear suspension shot
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Not sure if this is blasphemy or not to post a picture of my front clip chopped up! The clip would not fit my firewall/floorpan as-is
https://www.pro-touring.com/attachment.php?attachmentid=149763&d=1519699845

Mocked up
https://www.pro-touring.com/attachment.php?attachmentid=149767&d=1519702552
https://www.pro-touring.com/attachment.php?attachmentid=149838&d=1519959766

Motor mounts to clear the steering shaft
https://www.pro-touring.com/attachment.php?attachmentid=149840&d=1519959766
https://www.pro-touring.com/attachment.php?attachmentid=149839&d=1519959766

[Ron Sutton]

It's coming along Chris !!

[Ron Sutton]

Greg Weld's 70 Mustang Track-Warrior Blueprint (without dimensions)

:machine:



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[Ron Sutton]

Car Year & Model: Mustang TA Body
Competing in: SCCA GT1 & SPO
Front Clip/Suspension: GT1 Track-Warrior
Rear Clip/Suspension: GT1 Track-Warrior
Engine: Ford NASCAR Cup Engine
Trans: Jerrico 4-Speed
Brakes: Brembo NASCAR Road Race Brakes
Owner: Dan Kowaleski
Builder: Dan Kowaleski

Dan Kowaleski had been running a modified (enlarged) Mustang Trans Am body on a NASCAR Cup Car chassis for quite awhile. He decided he wanted to build a more modern, lighter Trans Am style chassis & modify his Mustang body back to the original Trans Am shape & size.

Dan reached out to us for the chassis design, geometry work up & suspension set up. Other than providing that, our shock valving & parts to build his new hot rod ... Dan did ALL the work himself in his 2-car garage. It's pretty cool to see a guy build his own road race car & race it.

Here was his old car (NASCAR Cup Chassis & bigger Body)

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Here is a side view of the blueprints:

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Old Body:

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4" Shorter Body for new chassis:

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[Ron Sutton]

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

Here are some EARLY photos of Greg Weld's 70 Mustang the front end. I say "early" because we've made changes & advancements to it since these. But you'll get to see the progression this way. I'll show the changes we made & why we made them.

Early stages of front end customization. You can see where the front end has been widened 3" on each side for a total of 6" wider. This is all to widen the track width & make room for 335/30/18 Hoosier Slicks all the way around.

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The top red circle shows where the Ford style is shaped into the nose. We'll be removing that ... smoothing & rounding the nose ... and making the hood flat in front of the eventual 4" cowl hood scoop.

The red circle on the bottom is just to point out that the air dam mocked up here is NOT going to stay that shape. It will also be rounded. Gotta start somewhere. :lol:

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This photo shows the rear of the body shell after it was widened 6" & re-gel coated.
Yes, those are 69-70 Shelby Tail Lights. The actual lights will be LEDs.

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This is a good photo showing what the factory tail panel kick up looked like. If I left this as is, it would seriously affect airflow off the back of the car. So we leveled it out as you can see in the second photo.

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[Ron Sutton]

Car Year & Model: 47 REO Speedwagon Truck ... Yes, really !
Competing in: Street, Autocross & Track Days
Front Clip/Suspension: GT Track-Warrior
Rear Clip/Suspension: GT Track-Warrior
Engine: LS Engine
Trans: 6-Speed
Brakes: StopTech 14” ST60/ST40
Owner: Robert Taylor
Builder: Robert Taylor

Where's the trucks? Where is a really unique build utilizing RSRT Track-Warrior chassis design & suspensions?

Her ya go! Robert took the cab from a 1947 REO Speedwagon & is building a wicked cool ... and wicked fast ... play toy.

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[Ron Sutton]

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: PPG Sequential Shift T56 6-Speed
Brakes: StopTech 14” ST60/ST40
Owner: Greg Weld
Builder: Randy Chastain – One Off Customs

We had to measure the body ... to be absolutely sure ... of the dimensions for tire width, track width, etc ... before we built the clips. The day the body arrived, we measured it. The front & rear frame clips with suspension were done 2 days later.



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[Ron Sutton]

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

I don't have photos of Mark Milliron's front clip being built, but they get built in our proprietary jig fixure that insures everything is true & the critical suspension points are exact. When they are done, they look like these.

This is a GT Clip, similar to the one in Mark Milliron's Torino today.

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This is Mark's Torino, after Randy Chastain at One Off Customs removed the floor & firewall. It's the chassis jig with the clip in place & the rear frame rails mocked up.

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[SIZE="3"]Next update for this car will show your the center frame build & then the roll cage & suspension.

[Ron Sutton]

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: PPG Sequential Shift T56 6-Speed
Brakes: StopTech 14” ST60/ST40
Owner: Greg Weld
Builder: Randy Chastain – One Off Customs

Here are some photos with the mid-frame structure done at Randy Chastain's "One-Off Customs" shop.

A few things that might not be apparent from the photos are:
* The outer rails are 2x2 x .120" wall
* The inner rails are 2x3 x .065" wall
* The cross bracing is 1x2 x .065" wall

The cross bracing is flush with the top rails, leaving a 1" void between the bottom of the outer rails & the bottom of the cross bracing. This is where we run the brake lines & car wiring to the rear for fuel pump, tail lights, etc.

The brake lines utilize two bulkhead fittings that go through the dog legs (at the firewall) & rear crossmember. The main fuse block, Holley ECU, No-Lift Shift Controller & Data Logger all mount on the backside of the firewall, in the cockpit & under the dash on a rubber insulated panel to reduce NVH to the electronics. The wiring goes through the floor & into to that same 1" void to the rear crossmember ... where it then goes into & through the rear frame rail back to the cell & tail lights.

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The engine & trans are just "mocked up" & locked in place in these photos. We do this so the actual engine & trans mounts can be built & the exhaust can be run. The headers & exhaust run down the center of the car.

Later, there will be a "tunnel backbone" structure built into the car. It gets super insulated to help keep the driver cool. Plus JET-HOT High Performance Coatings coats the headers & exhaust INSIDE & OUTSIDE with with their top line 2000° thermal barrier. This is to reduce heat transfer to the transmission & driver.

If you look close, you'll notice Randy fabricated a thin steel panel that attaches to the bottom & top of the fiberglass body rockers. The panel has 6 rivnuts in it to allow the chassis to bolt to the rockers. You can see the milled holes in the frame rails that allow access to these bolts from under the car (with the belly pan removed.) The body is NOT quickly removable. Impossible to seal off the cockpit if it was. But the body can be removed in about an hour if needed for crash repair.

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We're going to the Optima Ultimate Street Car event in Las Vegas for the weekend. So no updates until Monday.

[rmt]

150813150812150811150810150809Old photos, I changed a lot mid stream. Again.
One of my “sacred cows” was to go with the wide 5 wheels & hubs.
Two tries later, spindles still don’t fit, and even if modified again so everything would clear, geometry & brakes are compromised with 15” wheels.
So scrapping that idea, new pieces ordered, I’ll post more when they arrive.

[Ron Sutton]

So scrapping that idea, new pieces ordered, I’ll post more when they arrive.

Looking good Robert !
Hopefully your new pieces get built & shipped soon.

[Ron Sutton]

Car Year & Model: 65 Chevelle aka “G-Velle”
Competing in: Autocross
Front Clip/Suspension: AXT Track-Warrior
Rear Clip/Suspension: Ober-Link Rear Suspension
Engine: Mast LS3 625HP
Trans: Bowler T56 6-speed
Brakes: StopTech 14” ST60/ST40
Owner: Aaron Oberle
Builder: Aaron Oberle

My Buddy Aaron Oberle is out of the hospital now. Hopefully everything goes well. Here are some more photos of his great Chevelle Build with our AXT semi-custom front clip ... and Aaron's own design of 3-link he calls the "Ober-Link." Love it !!!

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[Ron Sutton]

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

The first photos here show the new steel inner rocker panel Randy builds for the fiberglass body. They utilize nutserts. The frame will have matching holes to bolt the rocker panels to the frame. It will also attach in 6 other locations. The body "can be" removed in about an hour or so. The goal is not to make the body come off quickly, nor often, just if need be to make repairs.

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The odd braces are to keep everything true until the roll cage is installed.

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Off to get the roll cage installed at Tolle Fab, a few doors down.

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[Ron Sutton]

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

The roll cage structure is coming along nicely.

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Decoupled 3-Link Mount for Top Links. Decel Link bolts into the brackets. Accel link bolts into a clamp on jack-screw adjuster for quick & easy tuning.

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With Body on ... before welding.

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Building the front engine bay cage with our adjustable height coil-over mounts

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Yes, that is one of the four air jax to make the car quick & easy to change tires & work on.

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[Ron Sutton]

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

A lot of people have been asking about the aero. We're 6 weeks away from putting the body on & doing the aero, but I figured I'd give everyone a sneak peek at our high downforce dual element wing. Custom designed for Ron Sutton Race Technology by top folks in the IMSA aero field.

If you take notice, you'll see the dip in the wing is DEEP. This is how we make serious downforce, but it does create more drag. On a super speedway oval, low drag win. On a road course, high downforce wins. This wing intentionally is medium drag & high downforce. It will eat up 30-60 HP on the straights, depending on the speed. But the downforce when cornering will be nothing short of MEAN.

Pairing this with our optimized nose design, big splitter, mean front air dam, side splitters, full smooth belly pan underneath & highly functional diffuser in the rear will create downforce upward of 2/3 of the car's weight.

With this Track-Warrior build happening from start to finish in only 4 months, you will be able to see everything in a pretty short timeline.

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[Ron Sutton]

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 (http://www.ronsuttonracetechnology.com/catalog/?page=384). 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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[Ron Sutton]

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 (http://www.ronsuttonracetechnology.com/catalog/?page=384)... 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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[andrewb70]

#becauseracecars

:-)

Andrew

[Ron Sutton]

#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. :)

[Ron Sutton]

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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[one-off customs]

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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[Ron Sutton]

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.

https://www.pro-touring.com/attachment.php?attachmentid=147593&d=1515265092

Smoking Deal ! Get all the details here: http://lateral-g.net/forums/showthread.php?p=676151#post676151

:cheers:

[SIK02SS]

Loving this thread and all the different build styles going on! Thanks and please keep it going Ron!

[Ron Sutton]

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.


:cheers:

[cornfedbill]

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?

[Ron Sutton]

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?

[cornfedbill]

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.

[Ron Sutton]

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.

[cornfedbill]

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.

[Ron Sutton]

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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[Ron Sutton]

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 (http://www.ronsuttonracetechnology.com/catalog/?page=278).
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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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[Ron Sutton]

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.

[Ron Sutton]

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 (https://www.pro-touring.com/threads/128490-The-Boss-is-On-Vacation-HUGE-SALE).
See Online Catalog HERE (http://www.ronsuttonracetechnology.com/catalog/?page=1).

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

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

Dave Hanson (Sales Manager)
844-722-3832 Ext 1
[email protected]

Susan Kinnicutt (Office Manger)
844-722-3832 Ext 3 (Only while I'm gone)
[email protected]

[vette427-sbc]

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?

[Ron Sutton]

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.

[vette427-sbc]

Hey Chris !

No -4. We run -3 brake lines everywhere.

Ah ok it looked bigger in the pictures. Thanks!

[Ron Sutton]

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

This dyno sheet is Greg's engine. It is our "Track Warrior 3 LS7".

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You can see a detailed list of all the internal components in our catalog HERE (http://www.ronsuttonracetechnology.com/catalog/?page=316).

Three things should stand out ...
1. The build components are almost overkill for "only" 700hp. That's to increase longevity.
2. The ARE dry sump is simply the best dry sump & best protection for the engine in a car with high G's.
3. The power curve is relatively "linear" which makes these engines easier to drive fast.

A few other notes:
A. The "dead on" dyno at Scoggin-Dickey shows 707hp. It will make 8-11 more horsepower once we we change the oil from Driven BR break-in Oil to Driven LS oil.
B. We did NOT dyno the engine with step headers. If we did the top end power would be the same, but the power band from 2500 to 6000 would show higher & even flatter.
C. Greg's headers are the RSRT "tuned" Step Headers ... 1-3/4" to 1-7/8" to 2.0" and will have that additional power from 2500 to 6000 & be even more linear.
D. This same engine with the very basic, single stage GM OEM LS7 dry sump makes about 15 less HP.
E. The happy window power curve on this particular Track-Warrior engine is 2500-7500rpm on track.

The Front end, hood & doors mount this week. Powertrain next week. Still on track to track test June 28th. :)

:cheers:

[Ron Sutton]

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'm back from my 10-day family vacation in Yosemite. While the awesome crew at SDPC Raceshop & my EFI Guru Scott Clark were wrapping up the LS7 engine ... Randy Chastain at One-Off Customs made a LOT of progress on the car. See photos below!

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[Ron Sutton]

Quick Contest !

First 3 people to accurately list what the 6 items are in the photo, get a free RSRT T-shirt.
* Shipped free anywhere in the 48 continental US states.
** Contest ends June 15th, or when we have 3 winners, which ever comes first.

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[Ron Sutton]

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

More progess = more photos ! We're on track with this car for initial testing in 20 days !!!

Steel wheel tubs

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Dash with Autometer Digital Dash system, including data acquisition.

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Tilt & Telescoping collapsible safety steering column.

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Front end, hood & doors mock up for fitment
* Reminder: This 70 Fastback is widened 6". 3" per side. Greenhouse (Roof) is factory width.

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Here are the StopTech Brakes optimized by Ron Sutton

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[vette427-sbc]

Ron- do you have any pictures of how you run a brake duct from the framerail to the rotor?
Thanks!

[dittlick96]

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: PPG Sequential Shift T56 6-Speed
Brakes: StopTech 14” ST60/ST40
Owner: Greg Weld
Builder: Randy Chastain – One Off Customs

Here are some photos with the mid-frame structure done at Randy Chastain's "One-Off Customs" shop.

A few things that might not be apparent from the photos are:
* The outer rails are 2x2 x .120" wall
* The inner rails are 2x3 x .065" wall
* The cross bracing is 1x2 x .065" wall

The cross bracing is flush with the top rails, leaving a 1" void between the bottom of the outer rails & the bottom of the cross bracing. This is where we run the brake lines & car wiring to the rear for fuel pump, tail lights, etc.

The brake lines utilize two bulkhead fittings that go through the dog legs (at the firewall) & rear crossmember. The main fuse block, Holley ECU, No-Lift Shift Controller & Data Logger all mount on the backside of the firewall, in the cockpit & under the dash on a rubber insulated panel to reduce NVH to the electronics. The wiring goes through the floor & into to that same 1" void to the rear crossmember ... where it then goes into & through the rear frame rail back to the cell & tail lights.

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The engine & trans are just "mocked up" & locked in place in these photos. We do this so the actual engine & trans mounts can be built & the exhaust can be run. The headers & exhaust run down the center of the car.

Later, there will be a "tunnel backbone" structure built into the car. It gets super insulated to help keep the driver cool. Plus JET-HOT High Performance Coatings coats the headers & exhaust INSIDE & OUTSIDE with with their top line 2000° thermal barrier. This is to reduce heat transfer to the transmission & driver.

If you look close, you'll notice Randy fabricated a thin steel panel that attaches to the bottom & top of the fiberglass body rockers. The panel has 6 rivnuts in it to allow the chassis to bolt to the rockers. You can see the milled holes in the frame rails that allow access to these bolts from under the car (with the belly pan removed.) The body is NOT quickly removable. Impossible to seal off the cockpit if it was. But the body can be removed in about an hour if needed for crash repair.

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We're going to the Optima Ultimate Street Car event in Las Vegas for the weekend. So no updates until Monday.

what gauge sheet did you use for the bracket that holds the body to the frame? Im doing something similiar and was gonna use 1/8 inch but figured that would be overkill. Ill be using a steel body. Leaning towards 14 gauge for the bracket. Do you think that would be enough?

[Ron Sutton]

Ron- do you have any pictures of how you run a brake duct from the framerail to the rotor?
Thanks!

Hey Chris,

The ducting for brakes & engine air is one of the last things to get done in the build. So not photos yet.

The blueprint below shows where the engine air ducting will run (blue) & where the brake ducting will run (red).

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[Ron Sutton]

what gauge sheet did you use for the bracket that holds the body to the frame? Im doing something similiar and was gonna use 1/8 inch but figured that would be overkill. Ill be using a steel body. Leaning towards 14 gauge for the bracket. Do you think that would be enough?

Great question. Here is a list of sheet metal we use & where:

Steel:
Driver & Passenger Side Floor = 18 Gauge Steel / .048"
Transmission Tunnel = 22 Gauge Steel / .030"
Front Firewall / All Parts = 22 Gauge Steel / .030"
Rear Firewall/Bulkhead/Rear Deck = 22 Gauge Steel / .030"
Rear Wheel Tubs = 22 Gauge Steel / .030"
Rocker Box Plates (for Steel Body Mounting) = 16 Gauge Steel / .063"
Rocker Box Plates (for Fiberglass Body Mounting) = 18 Gauge Steel / .048"

Aluminum:
Belly Pan / Diffuser Bottom = 20 Gauge 5052 Aluminum / .032"
Rear Floor = 20 Gauge 5052 Aluminum / .032"
Door Panels = 20 Gauge 5052 Aluminum / .032"
Front Inner Fenders/Engine Compartment = 18 Gauge 5052 Aluminum / .040"
* Aluminum sheets that are covered in PVC to protect them.

[Ron Sutton]

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

More updates & photos ...
Most of the stuff is straight out of our "Build-Your-Own Track-Car Catalog" HERE (http://www.ronsuttonracetechnology.com/catalog/?page=1)

The RSRT Track-Warrior 3 LS7 built by SDPC Race Shop - Details HERE (http://www.ronsuttonracetechnology.com/catalog/?page=316)

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PPG Sequential T56 6-speed Trans, built by Joe Dederichs - Details HERE (http://www.ronsuttonracetechnology.com/catalog/?page=368)

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QuarterMaster Optimum RR Clutch with 2 "Rally" Discs for easier take off - Details HERE (http://www.ronsuttonracetechnology.com/catalog/?page=370)

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A shot today before Body was removed ... to get an idea of tire width & track width.
Wheels are 18x13 Forgeline GZ3R. 10" backspacing in front.
This is a "Zero Scrub" car. Turns like a mutha in the tight corners.

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Good look at the wheels, Track-Star hubs & StopTech Trophy brakes Optimized by Ron Sutton

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Front End mount photos

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Door Hinges

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With Body Removed to finish the door X-brace bars

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Car is Super low to ground, as you can see.
In fairness, this fella is 6' 1" / Actual roof height is 47"

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[Ron Sutton]

Howdy everyone!

Our client Ron Ver Mulm installed one of our GT Decoupled 3-Links in his autocross car recently & used his GoPro to capture the first runs. After watching the video, it was easy for me to know the rebound valving & spring rate are spot on, but his application needs stiffer compression valving & a taller, softer & more progressive bump stop. He ran his fastest runs ever with our new GT Decoupled 3-Link, over his conventional 3-link. After we change the compression valving & bump stop, he'll most likely shave another .3-.4 off his lap times.

For those not in the know ... the decoupled 3-link is the highest grip, fastest rear suspension available period. The shock version won so many Trans Am races back in the day, they outlawed it. (You can run our TA version legally in Trans Am, which uses poly bushings & no shock.)

We utilize this "shock controlled" GT Decoupled 3-Link all of our GT Track-Warrior Cars.

Got questions? Want one for your autocross or track car?
See both versions in our catalog HERE (http://www.ronsuttonracetechnology.com/catalog/?page=212)
Contact Dave at 844-722-3832 Ext 3
Or email, [email protected]


https://youtu.be/t3LCG7Q9nHo

[Ron Sutton]

The Ron Sutton Total Car Building Workshop in Columbus is ONLY 2 WEEKS away.

Tickets available HERE:
http://shop.ronsuttonracetechnology.com/shopping/?ic=6106

This workshop covers the Entire Car Build ... not just suspension. I'm going to show you how to build winning cars that work awesome from bumper to bumper ... car body, brakes, engine, trans, diff, aero & much more will be covered. More details in attached brochure pages.

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For more information about the Workshops, contact Susan Kinnicutt
[email protected]

[vette427-sbc]

Car Year & Model: 1969 Corvette Coupe
Competing in: open track days, local auto-x, grocery runs
Front Clip/Suspension: RSRT AXT
Rear Clip/Suspension: Custom 5 Link IRS
Engine: 427 SBC
Trans: GTO T56
Brakes: RSRT Stoptech ST60/40 w/ Teves MK60 ABS
Owner: Chris Rauso
Builder: DMP Fabrication (chassis fab) AutoWorks (everything else)


Suspension and brakes assembled short the front coilovers and swaybars... Up next is prepping the motor and trans for install along with drysump and oil cooler

https://static1.pt-content.com/images/pt/2018/06/7B6B62657D1F4D70B64EC13A7D98AD29_zps16ly-1.jpg~original (http://s176.photobucket.com/user/vette427sbc/media/Corvette%20Restoration/7B6B6265-7D1F-4D70-B64E-C13A7D98AD29_zps16ly9fzx.jpg.html)

https://static1.pt-content.com/images/noimg.gif (http://s176.photobucket.com/user/vette427sbc/media/Corvette%20Restoration/A00FF167-37B2-413C-A2CC-4D75ECACB676_zpstfesi2pr.jpg.html)

https://static1.pt-content.com/images/pt/2018/06/4F2A66FA0E2943738B35AE245856D177_zpsbgwm-1.jpg~original (http://s176.photobucket.com/user/vette427sbc/media/Corvette%20Restoration/4F2A66FA-0E29-4373-8B35-AE245856D177_zpsbgwmqgjt.jpg.html)

[Ron Sutton]

The Ron Sutton Total Car Building Workshop in Columbus is ONLY 1 WEEK away.

Tickets available HERE:
http://shop.ronsuttonracetechnology.com/shopping/?ic=6106

This workshop covers the Entire Car Build ... not just suspension. I'm going to show you how to build winning cars that work awesome from bumper to bumper ... car body, brakes, engine, trans, diff, aero & much more will be covered. More details in attached brochure pages.



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[Ron Sutton]

Some of you may not have realized on our shake down day the car wasn't ready to race or run many laps because the interior tin wasn't sealed & the exhaust wasn't thermal barrier coated.

The cockpit needs to be fully sealed from the engine bay & fuel cell area. We use a 3M Fire Retardant Sealer good up to 2000°. The exhaust runs so close to the transmission, the gear oil would overheat in it if the exhaust was uncoated. So we Jet-Hot coat the inside & outside of the header tubes & exhaust. (Mufflers only on the outside) This knocks down the radiant heat around the transmission & driver by 40-45°.

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The Mustang comes apart late this week to go to powder coat. In our Track-Warrior cars like Greg's ... the steel floor, firewall & bulkhead/rear deck sheet metal are welded to the chassis ... and get powder coated along with the chassis & cage assembly. When it goes back together for final assembly, Randy Chastain will utilize the 3M Fire Retardant Sealer on every seam under the car, at the firewall & at the rear bulkhead & decklid sheet metal. This prevents C0², smoke, oil, fire, etc from entering into the cockpit.

I'm outlining this important step, because many of you already have, or will, modify the sheet metal in your builds & NEED TO KNOW it's critical to seal it & what to use. It's NOT OK to leave any seam unsealed. It's unsafe.

The car will go back together later this month & get ready to go run the NASA event at Thunderhill Raceway in Willows California on Aug 4-5. Since the car wasn't built to fit a class, we will run it in the "Unlimited" class of NASA's Time Attack, known as TTU. Since it is an unlimited class, often there are Prototype race cars that run in TTU.

https://static1.pt-content.com/images/pt/2018/07/0128HinchcliffeMazdaPrototypeRolex24jpgh-1.jpg

We won't stand a chance against any Prototype race cars, with our Trans Am style 70 Mustang. But if there are no Prototype race cars, we'll have a good shot at running up front. Our driver Benny Moon is super talented, but hasn't been in a real race car is many years, so he'll need to shake off the rust as we work up to speed.

I don't know how fast we'll get this first weekend. I plan to do only basic tuning for balance. But it would be fun to have a pool of folks betting on Benny's best lap of the weekend.

We have a betting pool ... similar to a football pool.
* 100 times between 1:50.0 & 1:59.9 lap time, a tenth of a second apart
* Pick one time or as many as your wallet can handle
* Closest time wins all the pool money & bragging rights
* Only 1 time, Best time of the weekend, counts

Pick your time(s) HERE (http://shop.ronsuttonracetechnology.com/shopping/?ic=6106).

[sccacuda]

Hey Ron, in your aero thread, you stated that the front valence should be 90 degrees or very slightly angled back. Why is Greg's angled so far forward?

[Project Bike Truck]

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: PPG Sequential Shift T56 6-Speed
Brakes: StopTech 14” ST60/ST40
Owner: Greg Weld
Builder: Randy Chastain – One Off Customs

Here are some photos with the mid-frame structure done at Randy Chastain's "One-Off Customs" shop.

A few things that might not be apparent from the photos are:
* The outer rails are 2x2 x .120" wall
* The inner rails are 2x3 x .065" wall
* The cross bracing is 1x2 x .065" wall

The cross bracing is flush with the top rails, leaving a 1" void between the bottom of the outer rails & the bottom of the cross bracing. This is where we run the brake lines & car wiring to the rear for fuel pump, tail lights, etc.

The brake lines utilize two bulkhead fittings that go through the dog legs (at the firewall) & rear crossmember. The main fuse block, Holley ECU, No-Lift Shift Controller & Data Logger all mount on the backside of the firewall, in the cockpit & under the dash on a rubber insulated panel to reduce NVH to the electronics. The wiring goes through the floor & into to that same 1" void to the rear crossmember ... where it then goes into & through the rear frame rail back to the cell & tail lights.

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The engine & trans are just "mocked up" & locked in place in these photos. We do this so the actual engine & trans mounts can be built & the exhaust can be run. The headers & exhaust run down the center of the car.

Later, there will be a "tunnel backbone" structure built into the car. It gets super insulated to help keep the driver cool. Plus JET-HOT High Performance Coatings coats the headers & exhaust INSIDE & OUTSIDE with with their top line 2000° thermal barrier. This is to reduce heat transfer to the transmission & driver.

If you look close, you'll notice Randy fabricated a thin steel panel that attaches to the bottom & top of the fiberglass body rockers. The panel has 6 rivnuts in it to allow the chassis to bolt to the rockers. You can see the milled holes in the frame rails that allow access to these bolts from under the car (with the belly pan removed.) The body is NOT quickly removable. Impossible to seal off the cockpit if it was. But the body can be removed in about an hour if needed for crash repair.

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We're going to the Optima Ultimate Street Car event in Las Vegas for the weekend. So no updates until Monday.



Darn it Ron! I came across this now im going to rework my chassis under the car.

so that leads me to some questions I am using 2x3 .120 MS for my main Rails in my raanchero, I am now thinking im going to have to get some thinner wall tubing? I wanted to do the floor structure like you did, just going to have to change a couple things.

Is the rack used in here something i could adapt for a rear steer? or should i try and stick with the factory set up and just add a Quickner?

Thanks as always

[Ron Sutton]

Darn it Ron! I came across this now im going to rework my chassis under the car.

so that leads me to some questions I am using 2x3 .120 MS for my main Rails in my ranchero, I am now thinking im going to have to get some thinner wall tubing? I wanted to do the floor structure like you did, just going to have to change a couple things.

Is the rack used in here something i could adapt for a rear steer? or should i try and stick with the factory set up and just add a Quickner?

Thanks as always

I wouldn't drop the frame rail material size & thickness down if I were you ... unless, and only if, ... you are making the cage structure as intense as we do in our Track-Warrior cars. You can see the full Track-Warrior cage desaign HERE. (http://www.ronsuttonracetechnology.com/catalog/?page=260) Our chassis rigidity comes from all the triangulation & tie in of the cage to the frame rails.

You can't use the Sweet rack we do, because they don't offer one that turns the correct direction for rear steer. But Woodward does. Check them out.

[Project Bike Truck]

I wouldn't drop the frame rail material size & thickness down if I were you ... unless, and only if, ... you are making the cage structure as intense as we do in our Track-Warrior cars. You can see the full Track-Warrior cage design HERE. (http://www.ronsuttonracetechnology.com/catalog/?page=260) Our chassis rigidity comes from all the triangulation & tie-in of the cage to the frame rails.

You can't use the Sweet rack we do, because they don't offer one that turns the correct direction for rear steer. But Woodward does. Check them out.



The plan was to make the same style floor/chassis as you are building I was not going to use 2x3 .120 for the transmission support area. I was going to use 1x2 .120 for the triangles and the connection from the front original frame to the rear along the transmission. (does this even make sense?) I will not have a cage, was planning on making the car stiff using the chassis work as much as I could. I am getting worried about the weight factor.

[Ron Sutton]

The plan was to make the same style floor/chassis as you are building I was not going to use 2x3 .120 for the transmission support area. I was going to use 1x2 .120 for the triangles and the connection from the front original frame to the rear along the transmission. (does this even make sense?) I will not have a cage, was planning on making the car stiff using the chassis work as much as I could. I am getting worried about the weight factor.

Howdy ....

Hmmmm ..... How are you going to make the chassis stiff ... with no roll cage ... and 2"x2" frame rails?

Without a well designed, multi-point, multi-triangulated roll cage ... a 2"x2" tubing frame in a car would be like a spaghetti noodle.

Do you have something else planned, that I'm not taking into consideration?