Parts Used In This Episode

PipeMaster Tools
Pro Racer Kit:Includes: 1", 1-1/4", 1-1/2", 1-3/4" & 2" tubing tools in a foam lined plastic case.
Edwards Ironworkers
55 TON EDWARDS IRONWORKER with Hydraulic Accessory Pack option; 10 Ton Bender, 15 Ton Horizontal press,Tubing Roller and 40 Ton Shop Press.
ESAB
Rebel EMP 235ic System
ESAB
The Official Welding and Cutting Supplier of Xtreme Off Road, featuring the all-new Rebel 215 Multi-Process Welder
ESAB
MigMaster 280 Pro, step-controlled welding power units
PAC Racing Springs
Premium Kit, Steel Sway Bar, Aluminum Arms
PAC Racing Springs
Premium Kit, Steel Sway Bar, Aluminum Arms
Ruffstuff Specialties
Custom Laser-Cut Weld-Up Trailing Arm Kit
The Industrial Depot
Fasteners, Hardware, and Shop Supplies

Episode Transcript

(NARRATOR) SOMETIMES MOVING FORWARD MEANS TAKING A STEP BACK. TODAY ON XTREME OFF ROAD WE DO JUST THAT AS WE MODIFY BUCKIN' BRONCO'S REAR SUSPENSION AND ADD A SWAY BAR FOR HIGH SPEED STABILITY. PLUS TO WELD REALLY THICK METAL YOU NEED A BEAST OF A MACHINE. WELL WE'VE GOT ONE RIGHT HERE. DOWN BOY! AND WE PUT SUBURBAN SURVIVAL'S DIESEL POWER PLANT INTO SOME VERY CAPABLE HANDS.

[ welder crackling ]

(IAN) I'VE ALREADY STARTED WORK ON OUR BUCKIN' BRONCO PROJECT TODAY BECAUSE I NEED TO MAKE A SERIOUS CHANGE ON THE BACK OF THE CHASSIS. I DIDN'T LIKE HOW THIS REAR KICKER DIDN'T LINE UP WITH THIS NODE THAT'S BEEN CREATED ON THE BACK OF THE RIG. SO I'M GONNA CHANGE IT AND JUST NARROW UP THE BACK OF THE BRONCO A LITTLE BIT. THAT'S THE NICE THING ABOUT BUILDING A 100 PERCENT CUSTOM RIG. UNTIL IT'S POWDER COATED YOU CAN MAKE ALL THE CHANGES THAT YOU WANT. YOU JUST NEED TO CUT SOME TACKS AND REBEND SOME TUBES. ONCE THIS IS DONE, THEN IT'S TIME TO FOCUS ON THE REAR SUSPENSION. [ welder crackling ] (IAN) WITH THE REAR NODE FULLY WELDED, THE ORIGINAL KICKER IS TRIMMED SHORTER. [ saw cutting metal ] (IAN) BENT TO 50 DEGREES IN OUR EDWARDS MANUFACTURING TUBING BENDER, AND THE ROUGH NOTCH PROFILE IS CREATED WITH A PIPE MASTER PROFILE GAUGE AND THEN TRANSFERRED TO THE END OF THE TUBE. WHENEVER YOU'RE PUTTING TOGETHER A COMPLICATED NODE LIKE WE ARE RIGHT HERE THE NOTCHES, THEY START TO GET A LITTLE CRAZY. NOW I LIKE TO ALWAYS START WITH THE HARDEST NOTCH FIRST, AND IN THIS CASE IT'S GOING TO BE THE END OF THIS TUBE. TO MAKE SURE THAT I DON'T JUST THROW AWAY THE MAJORITY OF THIS PIECE OF TUBING I'M ACTUALLY GOING TO MAKE THE NOTCH BY CUTTING OFF A CHUNK OF THIS SCRAP TUBING, CUTTING THE NOTCH INTO IT, AND THEN TEST FITTING IT INTO PLACE JUST TO MAKE SURE IT LOOKS GOOD. ONCE I HAVE THAT I'LL MAKE WHAT'S CALLED A "WRAPPER", AND THEN TRANSFER IT ONTO THE ACTUAL TUBE. THAT WAY I DON'T HAVE TO WORRY ABOUT SPENDING A LOT OF TIME CUTTING, GRINDING, FITTING, ONLY TO FIND OUT THAT MAYBE MY NOTCH IS JUST AN INCH TOO SHORT, OR I HAVE A PROBLEM AT THE TOP. BY JUST USING A PIECE OF SCRAP TUBING, GETTING IT TO FIT FIRST, IT'S JUST GOOD INSURANCE. [ grinding metal ] (IAN) COMPLEX NOTCHES ARE EASIEST TO CUT WITH A PLASMA CUTTING. [ saw spinning ] (IAN) THE NOTCH TEMPLATE IS THEN GROUND TO FIT OUR REAR NODE PERFECTLY.

THIS IS GONNA MEAN MANY TRIPS BACK AND FORTH FROM THE BENCH TO THE CHASSIS, BUT TAKE YOUR TIME. IT'LL BE WORTH IT. [ grinding metal ] (IAN) THE "WRAPPER" IS JUST A PIECE OF PAPER THAT IS WRAPPED AROUND THE TUBE AND THE NOTCH IS TRACED ONTO IT, AND THEN TRIMMED TO MATCH.

IT IS THEN TRANSFERRED ONTO THE FINISHED PIECE OF TUBING IN THE CHASSIS, CUT, GROUND TO FIT, AND WELDED IN.

[ torch cutting metal ] [ metal grinding ]

[ welder crackling ]

(IAN) THE NICE THING ABOUT USING WRAPPERS FOR THESE COMPLICATED NOTCHES IS YOU CAN EASILY MAKE THE MIRROR NOTCH FOR THE OPPOSITE SIDE OF THE CHASSIS. THE WRAPPER ON THE DRIVER'S SIDE I HAD WRAPPED AROUND THE TUBE LIKE THIS. ALL I HAVE TO DO TO MAKE THE MIRROR IS BASICALLY WRAP THE PAPER THE EXACT OPPOSITE WAY AND MARK IT ON THE TUBE AND CUT IT. IT'S JUST A QUICK AND EASY WAY TO MAKE COMPLICATED NOTCHES MATCH SIDE TO SIDE. NOW DON'T GET ME WRONG. YOU'LL STILL SPEND SOME TIME FINE TUNING THOSE NOTCHES WITH THE GRINDER, BUT A WRAPPER IS A GREAT STARTING POINT. (NARRATOR) UP NEXT WE OUTFIT BUCKIN' BRONCO TO CUT LOOSE AT TOP SPEED. PLUS FOR HEAVY DUTY WELDING YOU NEED A HEAVY DUTY MACHINE!

(IAN) WITH THE REAR TUBING CHANGES COMPLETE ON OUR CHASSIS WE CAN GO AHEAD AND START INSTALLING OUR REAR SUSPENSION. NOW IF YOU REMEMBER, WE'RE USING THESE TRAILING ARMS THAT I BUILT FROM ROUGH STUFF SPECIALTIES, BUT WHENEVER YOU ARE BUILDING AN OFF ROAD TUBING CHASSIS CAR THAT'S GONNA TRAVEL AT A HIGH RATE OF SPEED YOU NEED TO PLAN FOR A SWAY BAR IN THE BACK OF THE RIG. NOW WE GOT A COMPLETE SWAY BAR PACKAGE FROM PACK RACING. THEY OFFER A BUNCH OF DIFFERENT BARS IN DIFFERENT THICKNESSES AND SPLINE COUNTS, AND EVERYTHING YOU NEED TO INSTALL IT INTO YOUR RIG. SLEEVES TO FIT INTO SOME DOM TUBING, END LINKS, AND THE CLEVISES THAT WILL ATTACH TO THE ARMS, AND THEY OFFER THESE IN EITHER STEEL OR ALUMINUM. NOW THE REASON THAT SWAY BARS ARE SO IMPORTANT IN AN OFF ROAD RIG THAT'S TRAVELING OVER ROUGH TERRAIN AT SPEED IS HOW THE SUSPENSION MOVES. YOU'VE GOT TO REMEMBER, WE'RE GONNA HAVE BYPASS SHOCKS ON THIS RIG. SO I CAN MAKE THE SUSPENSION VERY LOOSE FOR THE FIRST FEW INCHES OF WHEEL TRAVEL. ALLOW THE TIRES AND WHEELS TO TRAVEL OVER ROUGH TERRAIN VERY SMOOTHLY, BUT WHEN THEY HIT THAT ONE LARGE ROCK, AND WE HAVE A LOT OF WHEEL MOVEMENT, THE SHOCK WILL STIFFEN UP. WHEN THAT SHOCK STIFFENS UP ALL THAT MOMENTUM IS THEN TRANSFERRED INTO THE CHASSIS, AND THERE IS A CHANCE THAT THE WHOLE BUGGY CAN LEAN OVER AND POSSIBLY ROLL. SWAY BARS PREVENT THAT FROM HAPPENING BECAUSE AS THAT TIRE AND WHEEL IS PUSHING UP IT'S PUSHING UP ON ONE END OF THIS SWAY BAR, WHICH IS ATTACHED TO THE OTHER SWAY BAR END LINK THAT'S LOCKED INTO THE CHASSIS. BASICALLY WHEN THIS TIRE GOES UP THE SWAY BAR TWISTS, PREVENTS THE BODY ROLL FROM OVERCOMING THE CENTER OF GRAVITY ON THE RIG, BASICALLY KEEPING IT VERY STABLE BUT DOESN'T LIMIT ITS FLEX WHEN YOU'RE TRAVELING AT LOW SPEED. BUT JUST LIKE THE REAR KICKERS, I NEED TO MAKE A FEW CHANGES TO OUR REAR SUSPENSION DESIGN. ORIGINALLY I PLANNED TO MOUNT THE REAR LINKS ONTO THE LOWER CHASSIS TUBE BUT THE WHEEL BASE FOR THIS BRONCO STARTED GETTING A LITTLE TOO LONG WHEN I FACTORED IN THE OFFSET OF OUR FRONT DIFFERENTIAL. WITH THE WHEEL BASE LAID OUT AT 110 INCHES, THE REAR SPYDER TRAX AXLE ASSEMBLY WAS PLACED ON SOME JACK STANDS. A NEW MOUNTING POINT IS THEN BUILT INWARD ON THE CHASSIS. [ notcher spinning ] (IAN) AND THE TUBING IS CUT TO CLEARANCE THE TRAILING ARM. [ saw cutting metal ]

(IAN) WITH THE AXLE IN ITS NEW POSITION, I'VE RAISED IT UP TO FULL COMPRESSION AND MEASURED FOR A 40 INCH TALL TIRE. NOW I KNOW THAT THIS JACK STAND HEIGHT IS THE GROUND WHEN THE SUSPENSION IS FULLY STUFFED. THAT GIVES ME SIX INCHES OF GROUND CLEARANCE FROM THE BELLY PAN TO THE DIRT, AND THAT IS PERFECT FOR THIS TYPE OF OFF ROAD RIG. NOW THIS MAY SEEM LIKE A PILE OF WORK, CUTTING OFF A PERFECTLY GOOD LINK MOUNT TO MOVE THE POSITION OF THIS TRAILING ARM, BUT I'M NOT GONNA LIE TO YOU. I WAS NEVER REALLY HAPPY WITH HOW THIS LINK MOUNT LOOKED. I WAS PLANNING TO REBUILD IT ANYWAY. NOW I JUST HAVE A GOOD EXCUSE SINCE I'VE COMPLETELY CHANGED THE PIVOT POINT OF THE SUSPENSION. I WILL STILL NEED TO ADD A PILE OF ADDITIONAL TUBING AND SOME GUSSETS TO THAT NEW LINK MOUNT. THERE'S A LOT OF STRESS ON THAT LOCATION IN THE CHASSIS, AND CAP THE TUBES THAT I'VE CUT OFF TO MAKE ROOM FOR THIS ARM, BUT I'M VERY HAPPY WITH HOW EVERYTHING IS LOOKING RIGHT NOW. NOW I CAN TURN MY ATTENTION TO THE LOCATION OF OUR OFF ROAD SWAY BAR. TO MOUNT THE SWAY BAR A PIECE OF TWO INCH DOM TUBING IS CUT TO LENGTH AND LOCATED UNDER THE FUEL CELL TUBING IN THE CHASSIS. IT'S GUSSETED FOR STRENGTH AND THE SWAY BAR IS INSTALLED. WITH THE SWAY BAR MOUNTS INTO THE CHASSIS IT'S A LOT EASIER TO SEE HOW THIS SYSTEM WORKS. IF YOU REMEMBER, I SAID THAT WHEN THIS SIDE OF THE CHASSIS HITS A HUGE BUMP AND THIS BAR IS THROWN UP IN THE AIR. WELL THE BAR ON THE OTHER SIDE IS ATTACHED TO THE AXLE. THAT TIRE WILL PROBABLY BE ON THE GROUND. THE BAR WILL TWIST. IT'LL ABSORB THAT SHOCK, PREVENT ALL OF THAT MOVEMENT FROM BEING TRANSMITTED DIRECTLY INTO OUR CHASSIS. THEY'RE CALLED ANTI SWAY BARS. PEOPLE ALSO SOMETIMES REFER TO THEM AS ANTI ROLL BARS. THEY'RE DESIGNED TO PREVENT BODY ROLL. ON A STREET CAR YOU'LL SEE A LITTLE BIT OF BODY ROLL. ON AN OFF ROAD VEHICLE WITH 16 INCHES PLUS OF WHEEL TRAVEL IN THE BACK END, A WHOLE LOT OF BODY ROLL CAN PUT THIS RIG ONTO ITS LID. THERE ARE SOME RULES WHEN YOU'RE INSTALLING SWAY BARS IN LONG TRAVEL SUSPENSION SYSTEMS. FIRST, YOU WANT TO MAKE SURE THAT THE ARMS HAVE FREE RANGE OF MOVEMENT. OBVIOUSLY YOU DON'T WANT THEM CONTACTING THE CHASSIS ANYWHERE. SECOND, AT RIDE HEIGHT YOU WANT THE BAR LEVEL, AND THEN YOU NEED TO CYCLE THE SUSPENSION. YOU NEED TO MAKE SURE THAT AT NO POINT IN TIME THE ARMS EVER BECOME INVERTED. THAT MEANS BASICALLY POINTING STRAIGHT UP IN THE AIR OR STRAIGHT AT THE GROUND BECAUSE THAT IS GONNA CAUSE THE SWAY BAR END LINKS TO BIND. THAT WILL CAUSE THE SUSPENSION TO JAM, AND YOUR DAY IS GONNA END BADLY. OBVIOUSLY MY NEXT STEP IS TO RELOCATE THE TRAILING ARM ON THIS SIDE OF THE CHASSIS, BUILT MY UPPER LINKS, AND THEN I'LL FIGURE OUT HOW LONG MY SWAY BAR END LINKS HAVE TO BE.

(NARRATOR) WELDING TECH IS FUELED BY ESAB, MAKER OF THE ALL NEW REBEL AND OFFICIAL WELDING AND CUTTING SUPPLIER OF XTREME OFF ROAD. (IAN) WE'VE BEEN DOING OUR WELDING TIPS FOR A FEW YEARS NOW, AND YOU WOULD PROBABLY THINK THAT WE HAVE COVERED THE ENTIRE ARRAY OF WELDING, BUT WE HAVEN'T. WELDING IS A VERY COMPLEX PROCESS, AND EVEN THOUGH WE'VE TALKED ABOUT A BUNCH OF DIFFERENT TYPES OF WELDING AND DIFFERENT WELDING MACHINES THERE ARE SOME AREAS THAT WE HAVEN'T EVEN HIT YET, AND THAT IS WHAT WE'RE GONNA FOCUS ON THIS YEAR. WE'RE GONNA FOCUS ON SOME VERY SPECIFIC WELDING PROCESSES. NOW IF YOU'RE A PRODUCTION WELDER, SOME OF THIS STUFF IS GONNA SEEM OLD HAT, BUT IF YOU'RE A DO IT YOURSELF OR HOBBYIST FABRICATOR THIS TYPE OF THING IS GONNA BE ALL NEW, BUT IT'S GOOD INFORMATION TO HAVE BECAUSE IF YOU EVER NEED TO HAVE A CONVERSATION WITH A PROFESSIONAL WELDER YOU'LL BE ABLE TO TALK IN LIKE TERMS. NOW WE'RE GONNA START TODAY BY TALKING ABOUT THE DIFFERENCE BETWEEN SHORT ARC AND SPRAY TRANSFER MIG WELDING. SHORT ARC IS THE MOST POPULAR FORM OF MIG WELDING THAT WE WILL USE IN THE WORLD OF OFF ROAD FABRICATION. IT IS USED FOR MATERIAL FROM 22 GAUGE UP TO ABOUT QUARTER INCH, DEPENDING ON YOUR MACHINE'S CAPABILITIES, AND IT HAS THAT VERY COMMON BACON FRYING SOUND. SPRAY ARC IS DIFFERENT. WE'RE BASICALLY GONNA TAKE OUR MACHINE AND PUSH IT RIGHT TO THE LIMIT, MAXIMUM VOLTAGE AND MAXIMUM WIRE SPEED. THE WELD IS GOING TO LOOK AND SOUND VERY DIFFERENT. SPRAY ARC IS DESIGNED FOR THICK MATERIAL WHERE MAXIMUM OUTPUT OF THE WELDER IS NEEDED. IT PROVIDES MAXIMUM PENETRATION AND IS MAINLY USED IN HEAVY STEEL OR PIPELINE FABRICATION SETTINGS, AND NORMALLY IN THE FLAT POSITION. SPRAY WELDING IS NOT VERY COMMONLY SEEN WHEN WE'RE DEALING WITH LIGHT DUTY OFF ROAD FABRICATION. IN THE WORLD OF PRODUCTION WELDING SOME JOBS ACTUALLY REQUIRE SPRAY WELDING WHEN THEY DESIGN WELD JOINT BECAUSE YOU'RE PUSHING THE ROOT OF THE WELD DEEP INTO THAT PARENT MATERIAL. THE DRAWBACKS OF SPRAY WELDING, WELL IT PUSHES THE MACHINES RIGHT TO THEIR LIMITS AND YOU'RE BASICALLY GONNA MAX OUT THE DUTY CYCLE OF YOUR WELDER A LOT FASTER. YOU ALSO NEED TO CHANGE THE GAS. YOU CAN'T RUN A 75/25. MOST OF THE TIME YOU'LL BE RUNNING A 90/10. SOME PROFESSIONAL WELDERS, YOU'LL HEAR THEM TALKING ABOUT SKIPPING ALL THE WAY UP TO A 98/2, BUT IF YOU'RE WORKING WITH OFF ROAD CARS EVENTUALLY YOU ARE GONNA BE DEALING WITH SOME THICK MATERIAL, WHETHER IT'S AN INNER "C", AN AXLE TRUSS, OR EVEN AN AXLE TUBE. THEY CAN BE WELL ABOVE THE THREEEIGHTHS OF AN INCH LIMIT. THAT USUALLY MEANS MULTIPLE PASSES OR OPERATING THE MACHINE IN SPRAY MODE, OR TAKING YOUR NEXT STEP, AND THAT IS MOVING UP TO A BIGGER MACHINE. HERE IN THE XOR SHOP THAT USUALLY MEANS ROLLING OUT THE MIG MASTER PRO 280. THIS IS A LARGE FRAME SOLID STATE WELDER SPECIFICALLY DESIGNED FOR HEAVY DUTY FABRICATION. IT CAN EASILY GO INTO SPRAY MODE FOR LONG PERIODS OF TIME. THAT DOES MEAN WE HAVE TO STEP AWAY FROM THE ESAB REBEL, WHICH HAS BECOME MY GO TO WELDER HERE IN THE XTREME SHOP, AND ONCE YOU'VE GOTTEN USED TO A LOT OF THE ADVANTAGES THAT THE INVERTER TECHNOLOGY GIVES YOU, IT FEELS A LITTLE LACKING TO STEP BACK TO THE OLDER SOLID STATE TECHNOLOGY. NOW DON'T GET ME WRONG. THIS IS A VERY GOOD MACHINE AND IT HAS A LOT OF BENEFITS THAT ARE NOT AVAILABLE IN OUR REBEL UNTIL NOW. THIS IS ESAB'S NEWEST REBEL. IT'S THE EMP 235. THAT'S 235 AMP OUTPUT STANDARD OPERATING PROCEDURE THAT YOU CAN PUSH UP TO 250 AMPS MAX. IT HAS ALL THE SAME FEATURES THAT WE FELL IN LOVE WITH WITH THE ORIGINAL REBEL WELDER. IT'S A TRUE MULTI PROCESS MACHINE WITH MIG, TIG, AND STICK WELDING CAPABILITIES. IT'S A DUAL VOLTAGE INPUT MACHINE THAT IS INCREDIBLY PORTABLE THANKS TO ITS LIGHT WEIGHT AND UNIQUE ROLL CAGE DESIGN WITH MULTIPLE HANDLES, MAKING IT EASY TO LOAD IN AND OUT OF YOUR WORK TRUCK. THE INVERTER TECHNOLOGY MAKES SURE THAT THE ARC STAYS CLEAN AND CRISP, EVEN IF YOU'RE RUNNING DIRTY POWER INTO THE WELDER, LIKE OFF OF A JOB SITE GENERATOR. IT HAS A FULL COLOR TFT DISPLAY AND SMIG, OR SMART MIG, TECHNOLOGY, BUT WHAT MAKES THIS WELDER DIFFERENT? WELL TO START WITH IT IS A LARGER FRAME MACHINE. NOW WE CAN FIT THE FULL 12 INCH 33 POUND SPOOL OF WIRE INSIDE. THAT GIVES US ACCESS TO THE ENTIRE PRODUCT LINE OF ESAB FILLER MATERIALS FROM 023 UP TO 045. IT'S A DUAL GAS SOLENOID MACHINE. ONE SOLENOID FOR MIG SHIELDING GAS AND ONE SOLENOID FOR TIG TO PREVENT ANY CROSS CONTAMINATION, AND IT ALLOWS YOU TO KEEP THE MIG GUN HOOKED UP WHEN YOU SWITCH OVER TO THE TIG WELDING, AND THE FOOT PEDAL CONTROLS ALL THE AMPERAGE OUTPUT OF THAT TIG MACHINE. BASICALLY THIS IS A BRIDGE MACHINE. IT'S GONNA GIVE YOU ALL THE POWER YOU NEED IN A FULL PRODUCTION WELDER, BUT AT THE SAME TIME STILL ALLOW YOU THE PORTABILITY THAT YOU WOULD GET WITH THE REBEL WELDER. TRUST ME, YOU'RE GONNA LOVE IT.

[ welder crackling ]

(NARRATOR) UP NEXT WE'VE GOT SOME FRIENDS WHO'VE GOT BIG PLANS FOR OUR CUMMINS STRAIGHT SIX. (PAT) WHAT DO WE HAVE HERE?

(IAN) ANOTHER PROJECT THAT GOT PUSHED TO THE SIDE BUT WE ARE NOW READY TO JUMP BACK ON IT IS OUR SIX WHEEL DRIVE SUBURBAN. NOW THIS RIG IS COMPLETELY TORN APART RIGHT NOW BECAUSE I AM FINISH WELDING ON THE AXLES AS WELL AS ALL OF THE SUSPENSION COMPONENTS. THE BODY IS STILL OUT OF THE SHOP GETTING WORK DONE, BUT IT'S TIME TO GET BACK ON THIS RIG AND GET IT ROLLING ONCE AGAIN, BUT HOW DID THE WHOLE IDEA OF THIS PROJECT START? WELL IT STARTED BY PLANNING FOR THE END OF THE WORLD. THERE ARE A LOT OF PEOPLE OUT THERE TAKING THE TERM "PREPPING" TO A WHOLE NEW LEVEL, BUT FOR ME A BUNKER ISN'T AS IMPORTANT AS WHAT VEHICLE YOU HAVE TO HANDLE ANY END OF THE WORLD SCENARIO THAT YOU MIGHT SEE. SO I PICKED UP A 1991 CHEVROLET SUBURBAN, RIPPED OUT THE ELECTRONIC FUEL INJECTED SMALL BLOCK AND REPLACED IT WITH A 12 VALVE MECHANICAL CUMMINS DIESEL ENGINE BACKED BY A FORD MANUAL TRANSMISSION. IF FOUR WHEEL DRIVE IS GOOD, THEN SIX WHEEL DRIVE WILL BE BETTER, AND WITH A WHOLE BUNCH OF CUTTING, GRINDING, MORE CUTTING, MORE GRINDING, AND THEN SOME WELDING, A CUSTOM REAR SUSPENSION WAS CREATED FOR TWO REAR AXLES, MAKING OUR SUBURBAN A TRUE SIX BY SIX, AND WHY NOT ADD A SET OF AXLE TECH MILITARY GRADE PORTALS TO THE END OF EACH AXLE JUST FOR GOOD MEASURE. WITH THE BODY OFF THE FRAME, THE ROOF WAS SHORTENED AND A PICK UP BED WAS GRAFTED ONTO THE BACK. NEW FENDERS AND A NEW HOOD TO REPLACED DAMAGED COMPONENTS, AND OUR SUBURBAN SURVIVAL RIG WAS NOW 24 FEET LONG.

THE NEXT STEP FOR ME IS TO FULLY BOX THE FRAME, AND TO DO THAT THE MOTOR HAS TO COME OUT. NOW WITH THE MOTOR COMING OUT OF THE FRAME THIS IS A GOOD TIME TO GO AHEAD AND REBUILD IT. NOW THAT IS A PRETTY BIG JOB BUT LUCKILY I KNOW A GUY.

[ impact drill spinning ]

[ horn beeping ] (IAN) PAGING ENGINE POWER. (PAT) WHAT DO WE HAVE HERE? (IAN) WE HAVE A WHOLE BUNCH OF CUMMINS STRAIGHT SIX EXCITEMENT. IT'S HEAVY! END OF THE WORLD, APOCALYPSE SUBURBAN, I FIGURED WHY NOT BRING THE MOTOR DOWN HERE AND HAVE YOU GUYS FRESHEN IT UP FOR ME. (PAT) I'LL TELL YOU WHAT. I'VE ACTUALLY BEEN DYING TO WORK ON ONE OF THESE BECAUSE THERE'S A LOT OF PARTS AVAILABLE FOR THEM AND THEY MAKE A LOT OF POWER. (IAN) WELL I'VE GOT AN INJECTION PUMP COMING. WE'VE GOT COMPOUND TURBOS. I THINK JUST LIKE STOCK REBUILD THING, BUT I'LL LET YOU GUYS DO ALL THAT KIND OF FUN STUFF. I JUST WANT IT TO COME BACK AND CRUSH ZOMBIES. (MIKE) YOU HAVE ANOTHER DELIVERY DON'T YOU? (IAN) WHAT'S THAT? (MIKE) AN ENGINE STAND CAUSE OURS WON'T HOLD THIS THING. (IAN) I DON'T KNOW WHAT YOU'RE GONNA DO. THAT'S NOT MY RESPONSIBILITY. BUILD IT ON THE FLOOR, IN FRAME REBUILD. (PAT) I LIKE IT. (IAN) OKAY I WILL LEAVE IT WITH YOU. THANKS GENTLEMEN! I'M LEAVING, NO, YOU CAN HAVE THE WHOLE FORK LIFT AND EVERYTHING.
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