More Project Ultra Violet Episodes

Detroit Muscle Builds

Parts Used In This Episode

Matco Tools
JSC480 - Stock Cart STB/BLK Trim
Mr. Gasket
Mr. Gasket 2670 Chrome Swivel Adjustable Water Neck Outlet for GM/Chevrolet LS Engine
Mr. Gasket
Mr. Gasket 2671 Chrome Swivel Adjustable Water Neck Outlet for GM/Chevrolet LS Engine
P-Ayr
426 Chrysler Hemi (LB) Engine Replica, With Valve Covers
Schwartz Performance
G-Machine Chassis, 70-74 CUDA/CHALLENGER, Grey Metallic Powder Coat Finish, RideTech coilovers, Moser full-floating 9" style housing, with 31-spline axles, Detroit TrueTrac differential, 14" cross-drilled, Baer 6P Calipers, with Old-school Hemi Motor Mounts Installed
The Industrial Depot
The Industrial Depot - Fasteners, Hardware and Shop Supplies

Episode Transcript

(ANNOUNCER)>> TODAY ON DETROIT MUSCLE, IT'S A

MAJOR MODIFICATION FOR OUR 1970 DODGE CHALLENGER GMACHINE THAT WE CALL ULTRA VIOLET. WE'RE SWAPPING OUT THE FACTORY KMEMBER FOR AN ALL NEW, ALL MODERN FULL FRAME THAT'S GONNA MAKE THIS MOPAR HANDLE LIKE IT'S ON RAILS.

ALSO TAKE A RIDE AS WE GET THE DOWN LOW ON A COME FROM BEHIND CONTENDER THAT BLEW EVERYONE OUT OF THE WATER IN THE MID-'80'S.

(JOE)>> OUR 1970 DODGE CHALLENGER PROJECT, LOVINGLY DUBBED ULTRA VIOLET, IS STILL IN ITS EARLY STAGES. AFTER WE TORE IT DOWN IN THE SHOP, SAVING ALL THE HARD TO FIND PIECES, WE REMOVED THE CHEWED UP OLD ROOF SKIN AND REPLACED IT WITH A NEW ONE. WITH SOME BUT NOT ALL OF THE METAL PATCHING WORK DONE, WE'RE GONNA SWITCH GEARS.

(TOMMY)>> WHEN WE DID THE TEAR DOWN, WE ALSO REMOVED ALL THE FACTORY SUSPENSION OUT FROM UNDER THIS CAR. NOW OFTEN TIMES YOU GUYS SEE US TAKE A FEW OF THOSE, BEEF THEM UP A BIT, AND MAKE SOME

IMPROVEMENTS ON THEM. BUT WITH THIS CAR WE'RE GONNA COME AT IT AT A

LITTLE BIT OF A DIFFERENT ANGLE, AND I'LL BET IT'S GONNA SURPRISE A FEW OF YOU.

(JOE)>> IF YOU KNOW YOUR MUSCLE CARS, THEN YOU KNOW THESE DODGE CHALLENGERS CAME FROM THE FACTORY WITH A UNIBODY SETUP. THEY UTILIZED A FRONT SUBFRAME WITH TORSION BARS. AND WELL WE COULD UPGRADE THE SUSPENSION AND KEEP THE SUBFRAME IF WE WANTED TO GO THAT ROUTE. BUT TECHNOLOGY HAS COME A LONG WAY IN 45 YEARS. SO I THINK WE OUGHT TO TAKE ADVANTAGE OF IT, CHECK THIS. THIS IS WHAT WE'LL BE USING TO GIVE THAT DODGE 21ST CENTURY HANDLING. IT'S A GMACHINE CHASSIS FROM SCHWARTZ PERFORMANCE. WITH ABOUT $20,000 AND TWO DAYS OF WORK, YOU CAN CONVERT YOUR UNIBODY PONY CAR INTO A FULL FRAMED SETUP. WELL NOW I WANT YOU TO MEET THE GUY BEHIND ALL THIS TECHNOLOGY, JEFF SCHWARTZ. YOU KNOW, I KNOW THERE'S A LOT OF SCIENCE

IN THIS SETUP. HOW'S IT GONNA CHANGE THE DRIVING CHARACTERISTICS

OF OUR CHALLENGER?

(JEFF)>> WELL JOE, IT'S GONNA RIDE LIKE A HIGH END LUXURY CAR AND HANDLE LIKE A SPORTS CAR. STARTING AT THE OUTSIDE MOVING INWARD, WE HAVE THE 14 INCH EXTREME PLUS BRAKES.

THESE ARE MANUFACTURED BY BAER FOR

SCHWARTZ PERFORMANCE. THE ROTORS ARE 14 INCH DIAMETER, THE CALIPERS ARE A SIX PISTON DESIGN AND A VERY RIGID STRUCTURE.

(TOMMY)>> SCHWARTZ MANUFACTURES A CUSTOM STEEL SPINDLE THAT'S DESIGNED TO WITHSTAND THE COMBINED STRESS OF GMACHINE TURNING AND MUSCLE CAR WEIGHT. IT BOLTS TO A BILLET ALUMINUM STEERING ARM THAT THEY ALSO MANUFACTURE. ONE COOL FEATURE IS THIS ADJUSTABLE BUMP STOP THAT HELPS KEEP THOSE OVERSIZE TIRE COMBOS FROM CHEWING UP THE INNER FENDERS.

(JOE)>> WHEN JEFF WAS TALKING ABOUT IT RIDING LIKE A LUXURY CAR, HERE'S WHY. THESE 16.5 INCH SHOCKS HAVE A TON OF TRAVEL, WHICH OF COURSE IMPROVES THE RIDE. BUT THERE'S A PERFORMANCE ADVANTAGE TO THIS AS WELL.

(JEFF)>> THIS LONGER SUSPENSION TRAVEL ALSO HELPS IN A HANDLING SITUATION.

IF YOU'RE GOING AROUND A CORNER AND YOU ENCOUNTER A BUMP, IF YOU HAVE VERY SHORT SUSPENSION TRAVEL,

THE CAR WILL LOSE ADHESION. THE TIRE WILL LOSE CONTACT WITH THE ROAD SURFACE, AND

THE CAR WILL ACTUALLY SLIDE ACROSS THE SURFACE OF THE PAVEMENT. WITH LONGER SHOCK TRAVEL, YOU ENCOUNTER A BUMP WHILE CORNERING, THE SHOCK ABSORBER WILL ABSORB THE BUMP AND THE TIRE WILL STILL STAY PLANTED ON THE GROUND.

OUR UPPER CONTROL ARMS HAVE NEEDLE BEARINGS WITH GREASE FITTINGS. THIS OFFERS A NICE, SMOOTH RIDE QUALITY WITH NO DEFLECTION.

(TOMMY)>> THE SHAFTS ARE SLOTTED ON THE TOP SO THAT YOU CAN ADJUST CASTOR WITHOUT USING SHIMS.

THE CHASSIS ALSO COMES WITH A RACE BRED TUBULAR SWAY BAR. THEY'RE ATTACHED WITH BILLET END LINKS AND NYLON LINED ROD ENDS TO KEEP YOU FROM HAVING ANY BIND ISSUES.

(JOE)>> THE RACK AND PINION STEERING PIVOT IS IN LINE WITH THE LOWER CONTROL ARM PIVOT. SO WHAT DOES THIS DO? WELL IT GOES A LONG WAY IN GETTING RID OF BUMPER STEER. WELL JEFF, TELL ME SOMETHING ABOUT THIS GMACHINE CHASSIS GOING UNDER OUR CAR?

(JEFF)>> WELL JOE, IT'S CONSTRUCTED BY TWO BY THREE INCH MANDREL BENT TUBING AND IT BOLTS INTO

THE STRUCTURAL AREAS OF THE UNIBODY WITHOUT ANY FLOOR CUTTING.

(JOE)>> WELL LIKE UP FRONT, I SEE YOU'VE GOT THE RACING STYLE SWAY BAR BACK HERE. WHAT ABOUT SOME OF THESE OTHER SUSPENSION COMPONENTS THOUGH?

(JEFF)>> WELL WE'VE GOT A TRIANGULATED FOUR LINK REAR SUSPENSION. IT USES NYLON LINED SPHERICAL ROD ENDS. AND AGAIN, THAT IS FOR BIND FREE OPERATION. IT ALLOWS THE REAR END TO ARTICULATE AND GIVES YOU A SMOOTH LUXURY CAR RIDE WITH AWESOME HANDLING. ALL OF OUR CHASSIS' COME WITH A MOSIER DIFFERENTIAL. IN THIS CASE WE USED AN ALUMINUM THIRD MEMBER, THE BILLET DAYTONA BEARING, AND A LARGE 1350 BILLET YOKE.

(TOMMY)>> USING A NINE FORD STYLE REAR LIKE THIS HAS BEEN A MAINSTAY OF PERFORMANCE FOR DECADES, EVEN IN CHEVYS AND MOPARS, BECAUSE OF THEIR COMBINATION OF STRENGTH AND EASE OF SERVICING. BUT THEY DO CONTAIN A WEAKNESS WHEN IT COMES TO THE MODERN GMACHINE STYLE EVENTS THAT A

LOT OF ENTHUSIASTS PARTICIPATE IN. NO BIG DEAL, THERE'S A GREAT WAY TO GET AROUND THAT PROBLEM.

(JEFF)>> FROM DAY ONE OUR CHASSIS' HAVE FEATURED A FULL FLOATER REAR END. WHAT THAT MEANS IS THE AXLE FLOATS WITHIN THE REAR END. IT'S GOT LARGER DIAMETER TAPERED ROLLER BEARINGS HERE.

AND THIS DRIVE PLATE MEETS WITH THE AXLE, THIS DRIVE PLATE IS WHAT TURNS THE HUB AND THE WHEEL. THE ADVANTAGE OF A FULL FLOATER REAR END IS IN A NORMAL FORD NINE INCH THERE'S A WEDDING RING, AND THAT WEDDING RING WILL PRESS OFF THE AXLE DUE TO THE GFORCES THAT THIS CHASSIS GENERATES. AND THAT'LL CAUSE PAD KNOCK BACK ISSUES, AND YOU HAVE A POTENTIAL FOR BRAKE FAILURE.

(JOE)>> OKAY, AND YOU AVOID THAT WITH THIS SETUP. WELL VERY INTERESTING, IT'S A GOOD DESIGN, LOOKS GOOD ON THE STAND, BUT IT'S NOT GONNA DO US ANY GOOD UNTIL WE GET THE BODY IN THE AIR. JEFF SAYS THAT ONE OF THE FIRST QUESTIONS PEOPLE ASK HIM IS HOW MUCH WEIGHT WILL THIS FULL FRAME ADD TO THE CAR?

(JEFF)>> IT ACTUALLY DEDUCTS WEIGHT FROM THE CAR BY GETTING RID OF THE HEAVY COMPONENTS, SUCH AS LEAF SPRINGS, CAST IRON STEERING GEAR BOX, THE PITMAN ARM, CENTER LINK, ETCETERA, YOU ACTUALLY REDUCE THE WEIGHT OF THE CAR BY ABOUT 50 TO 75 POUNDS, DEPENDING ON THE APPLICATION.

(TOMMY)>> IN ORDER TO BE ABLE TO GET THE FRAME UNDER THERE, THE ROTISSERIE NEEDS TO BE DETACHED FROM THE DODGE AND GET ROLLED AWAY.

(ANNOUNCER)>> STILL AHEAD, ULTRA VIOLET GETS MODDED UP TO ACCEPT THAT BIG, BAD CHASSIS. YOU MIGHT BE SURPRISED HOW EASY IT IS TO INSTALL THIS GAME CHANGER IN YOUR RIDE. THEN WE'LL SHOW YOU HOW TO GO FAST WITH CLASS AS WE HOP INSIDE A LEGENDARY BUICK.

(TOMMY)>> HERE YOU GO.

NOW WE'RE GONNA HAVE TO GO AHEAD AND MODIFY SOME OF THE FRONT FRAME RAILS HERE JUST A BIT TO GET THE CHASSIS TO FIT. NOW WE'RE NOT GONNA HAVE TO CUT INTO THE FLOOR PANS, WHICH THAT IS A PRETTY GOOD LITTLE DEAL. BUT WE ARE GONNA HAVE TO CUT THE REAR RAILS JUST A SMALL BIT TO MAKE IT ALL WORK GREAT. AND AFTER IT GETS ALL MARKED UP HERE, SPARKS ARE GONNA FLY!

(JEFF)>> SINCE OUR CHASSIS RAIL IS GOING TO FIT IN THE SAME LOCATION AS THE ORIGINAL RAIL, AND OUR FRONT RAIL WILL BOLT INTO THE CORE SUPPORT, WE'RE GONNA HAVE TO REMOVE THIS RAIL AND WE'LL BE CUTTING ALONG THIS LINE, UP AROUND THE SHOCK TOWER, AND THEN DOWN ALONG THE BACK HERE. BY ELIMINATING THE SHOCK TOWER AND WITH OUR RACK AND PINION STEERING, YOU'LL HAVE LOTS OF ROOM FOR HEADERS AND LARGE ENGINES.

(TOMMY)>> SINCE THE WHOLE FRONT HALF OF THE FRAME IS GONNA GET CHOPPED OUT, WE'RE GONNA TACK IN SOME BRACES TO KEEP THE INTEGRITY OF THE INNER FENDERS AND RADIATOR SUPPORT. WE'RE ALSO GONNA REMOVE THAT SHINY NEW CHASSIS SO THAT WE DON'T DAMAGE IT WITH SPARKS. THEN WE'LL BUST OUT THE CUTTING TOOLS AND START MAKING SOME ROOM. NOW THIS ISN'T JUST A LITTLE SURFACE METAL JOB. THERE'S MORE TO IT THAN THAT.

(JOE)>> THERE'S SEVERAL LAYERS OF METAL TO DEAL WITH HERE. SO YOU'LL PROBABLY FIND YOURSELF MAKING SEVERAL PASSES WITH A FEW DIFFERENT CUTTING TOOLS. RECIPROCATING SAW, PLASMA, CUTTING WHEEL, THEY MIGHT ALL MAKE AN APPEARANCE.

(TOMMY)>> WE'LL NEED TO MAKE ROOM FOR THE SHOCK TOWER ON THE NEW FRAME. SO WITH A TEMPLATE IN ITS SHAPE, WE'LL MARK OUT THE REST OF THE INNER FENDER THAT HAS TO BE CLEARANCED OUT. AN ELECTRIC GRINDER WITH A CUTTING WHEEL IS GOOD CHOICE HERE TO MAKE A NICE, CLEAN CUT.

[ saw cutting ]

(JOE)>> WELL NOW THAT THE FRONT OF THE FRAME'S BEEN PROPERLY LOCATED ON THE CORE SUPPORT, TIME FOR THE NEXT STEP, AND THAT'S TO MAKE MARKS ON THE FACTORY TORSION BAR CROSS MEMBER. CUT A COUPLE OF SLOTS AND THEN WELD UP THESE HEAVY DUTY PLATES.

THE CUTTING WHEEL'S ALSO A GOOD CHOICE FOR THIS SURGERY, SINCE WE WANT THE CUTS TO UNIFORMLY BUTT UP AGAINST THE PLATES ONCE THEY'RE INSTALLED. TO GET TO THE SPOTS THE WHEEL CAN'T REACH WE'LL USE THE BODY SAW.

(TOMMY)>> THEN IT'S ON TO SOME OF THE BRACKETS IN THE REAR, WHICH WILL INTERFERE WITH THE FRAME FITMENT. DRILL OUT A COUPLE OF SPOTS WELDS, AND THEN GET AFTER IT WITH AN AIR HAMMER. A LITTLE GRINDING WILL CLEAN UP IN PREPARATION FOR THE NEXT STEP.

(JOE)>> AND THAT WOULD BE MAKING A SMALL PIE SLICE IN THE REAR FRAME RAIL. WITH THAT PIECE TAKEN OUT, THE SIDE OF THE RAIL CAN BE MOVED OUTWARD TO MAKE ROOM FOR THE NEW ONE, WHICH IS COMING IN.

(TOMMY)>> NOW JEFF JUST MADE A RELIEF CUT ON THIS FORWARD SIDE OF THE RAIL FOR HIS CHASSIS. NOW WE'RE ALSO GONNA HAVE TO MAKE A LITTLE BIT OF

CLEARANCE ROOM ON THIS SHOCK BRACE FOR THE SHOCK BRACE ON HIS GMACHINE CHASSIS. SO A LITTLE BIT OF BURNT SAW, A WHOLE LOT OF NOISE, WE'LL BE A STEP CLOSER. [ saw cutting ]

(TOMMY)>> NOW REMEMBER, THERE ARE TWO OF THESE THAT HAVE TO BE REMOVED ON EACH SIDE.

(ANNOUNCER)>> STICK AROUND AND LEARN ABOUT THE EBONY ERADICATOR THAT PUT BUICK BACK ON THE MAP. THEN WE'LL FINISH INSTALLING THE FULL FRAME MODIFICATIONS THAT WILL PUT OUR CHALLENGER IN A WHOLE NEW LEAGUE.

(ANNOUNCER)>> DETROIT MUSCLE SALUTES THE 1987 BUICK GNX!

(JOE)>> IF YOU DROVE A BUICK BACK IN THE '60'S OR '70'S, YOU WERE EITHER "A", A DOCTOR, OR "B", DIDN'T HAVE THE COIN FOR A CADILLAC. THAT'S THE KIND OF BAD WRAP BUICK OWNERS HAD TO PUT UP WITH THROUGH THE YEARS. THAT ALL CHANGED WHEN THE GENTLEMEN'S CAR GOT MUSCLE. BIG BLOCK POWER IN AN INTERMEDIATE SIZED PACKAGE. JUST ABOUT EVERY MODEL IS ON DISPLAY EACH YEAR AT THE GS NATIONALS.

(RICHARD)>> WE LIKE A CAR THAT'S CLASSY, DRIVES GOOD, LOOKS GOOD, NOT LIKE RIDING IN A TIN CAN OR DRIVING SOMETHING WHERE YOU FEEL LIKE YOU'RE GOING

DOWN A WASHBOARD ON ROLLER SKATES.

(TOMMY)>> ONE OF THE FASTEST CARS ON THE STRIP IS THE GRAND NATIONAL.

(CHRIS)>> I LIKE RACING GRAND NATIONALS CAUSE YOU CAN MAKE SO MUCH POWER WITH A VSIX.

(TOMMY)>> THIS WORKING MAN'S MUSCLE CAR WAS BUILT FROM '82 TO '87, AND IN ITS FINAL YEAR GM DID SOMETHING SPECIAL. THEY PARTNERED WITH ASC MCLAREN TO PRODUCE THE

MORE POWERFUL LIMITED EDITION GNX. BUICK ONLY MADE 547 OF THESE ALL BLACK BEAUTIES. THIS IS NUMBER 31 OFF THE PRODUCTION LINE AND IS OWNED MY BUICK LOVER MICHAEL NORMAN.

(MICHAEL)>> YOU NEVER CONSIDERED A BUICK A TRUE MUSCLE CAR. IT WAS MORE OF A GENTLEMAN'S CAR, BUT BUICK IN THEIR ULTIMATE WISDOM, PUT ENOUGH HORSEPOWER AND TORQUE BEHIND THEM THAT REALLY WAS A SLEEPER CAR.

(JOE)>> LURKING UNDER THAT HOOD IS THE STANDARD TURBO VSIX ENGINE ENHANCED WITH A GARRETT T-30 TURBOCHARGER, WHICH HAS A LIGHTER TURBINE WHEEL MADE OF CERAMIC. INLET PIPE AND HEAT SHIELD ARE CERAMIC COATED

TO DISSIPATE HEAT. TURBO COULD PRODUCE UP TO 15 PSI OF BOOST, GIVING THIS ENGINE 276 HORSEPOWER, AN INCREASE OF 31 HORSES OVER THE STANDARD GRAND NATIONAL.

(TOMMY)>> EXTRA POWER NEEDED GREATER COOLING CAPACITY, SO A NEW INTERCOOLER WITH MORE FINS PER ROW WAS ADDED. THE SUSPENSION GOT A FEW IMPROVEMENTS WITH A REAR PAN HARD BAR AND A LADDER BAR TO HANDLE THE EXTRA TORQUE. THE GNX SPORTED LARGER 16 BY EIGHT INCH ALLOY WHEELS WITH A BLACK MESH DESIGN.

FENDER FLARES WERE ENLARGED TO HANDLE THE WIDER TIRES, AND LOUVRES WERE ADDED TO HELP REMOVE HEAT FROM THE ENGINE BAY. INSIDE NOT MUCH DIFFERENT EXCEPT FOR SLEEK STEWART WARNER ANALOG GAUGES AND A SPECIAL PLAQUE EMBOSSED WITH THE PRODUCTION NUMBER FITTED ABOVE THE GLOVE BOX.

(JOE)>> ANOTHER WAY TO SPOT A TRUE GNX IS TO

CHECK OUT THE VEHICLE EMISSION TAG UNDER THE HOOD.

INSTEAD OF SAYING GENERAL MOTORS, IT SHOULD SAY ASC INC. IT MAY SURPRISE YOU BUT THE GNX WAS THE FASTEST PRODUCTION CAR IN 1987, OUT CLOCKING THE CORVETTE BY NEARLY ONE SECOND IN THE QUARTER MILE AND

IN ZERO TO 60 TIMES.

(TOMMY)>> THAT SPEED DIDN'T COME CHEAP. THE BASE PRICE OF A GNX WAS $29,200, BUT RECENT AUCTION PRICES HAVE LOW MILEAGE UNITS NOW SELLING IN THE LOW SIX FIGURES. NOT A BAD INVESTMENT. BUT FOR OWNERS LIKE MICHAEL NORMAN, HIS WON'T BE GOING ON THE BLOCK ANY TIME SOON.

(MICHAEL)>> IF I WANT TO HAVE A CAR, I'D RATHER GET

OUT AND DRIVE IT.

IF I CAN'T DRIVE IT, I'D RATHER HAVE A PICTURE ON THE WALL.

(ANNOUNCER)>> UP NEXT WE'RE GONNA BURN IT IN! IT'S THE FINAL STAGE OF OUR FULL FRAME UPDATE AS WE PLUG IN THE CHASSIS FOR KEEPS AND LEARN ONE CRITICAL TID BIT ABOUT MOPAR ENGINE PLACEMENT.

(JOE)>> HEY, WHILE YOU WERE GONE, TOM WELDED AND DRESSED UP THE FRAME RAILS THAT WERE NARROWED IN THE BACK. AND HE ALSO CAPPED OFF THE FRONT FRAME RAILS THAT WERE REMOVED. NOW YOU DON'T WANT TO LEAVE THOSE OPEN.

IT LOOKS BAD, MAKES IT WEAKER, AND IT'S A NICE TRAP FOR MOISTURE AND DEBRIS. WELL HERE ARE THOSE PLATES WE SHOWED YOU EARLIER, LOOSELY BOLTED UP TO THE SCHWARTZ PERFORMANCE FRAME. THEY'RE GONNA SLIDE UP INTO PLACE IN THOSE SLOTS WE CUT OUT OF THE TORSION BAR CROSS MEMBER, AND THERE ARE SHIMS BETWEEN THE PLATES AND FRAMES THAT MEASURE 15 THOUSANDTHS. AND THE IDEA OF THAT IS TO MAKE FITMENT A LOT EASIER

ONCE THEY'RE BEING INSTALLED.

(TOMMY)>> FIRST WE'LL BOLT IN THE FRONT HORNS OF THE FRAME TO THE RADIATOR SUPPORT.

THEN WE'LL FASTEN THE REAR OF THE FRAME IN SOME NEWLY LOCATED HOLES ON THE EXISTING FRAME RAILS.

(JOE)>> IN THE HOLES WHERE THE FRONT OF THE LEAF SPRINGS USED TO BOLT UP, A SET OF PLATES ARE BOLTED TO THE CAR, AND THEN WELDED TO THE MOUNTING PLATES ON THE NEW FRAME. THE SAME THING WILL TAKE PLACE ON THE TORSION BAR CROSS MEMBER WHERE WE MADE THOSE CUTS EARLIER TO MAKE ROOM FOR BOTH THE CHASSIS AND MOUNTING PLATES. THEN TO STRENGTHEN THE CAR EVEN FURTHER, GO AHEAD AND

STITCH WELD THE ENTIRE CROSS MEMBER TO THE FLOOR PAN, WHICH WERE ORIGINALLY ONLY HELD IN BY SPOT WELDS.

(TOMMY)>> WE'RE ALMOST TO THE FINISH LINE OF INSTALLING OUR CHASSIS. THE NEXT STEP IS INSTALLING THIS OPTIONAL BRACE. YOU WANT TO MAKE SURE TO ATTACH IT TO THE FIREWALL USING A FOOTING PLATE.

NOW WE'RE ONLY TACKING THIS THING INTO POSITION BECAUSE WE NEED TO MAKE SURE THAT WE HAVE

PROPER WHEEL CLEARANCE.

WE MAY END UP HAVING TO MOVE IT TO THE INSIDE. WE'LL JUST HAVE TO CHECK THAT, SEE WHERE IT GOES.

(JOE)>> THOSE TEMPORARY WHEELS ON OUR DODGE MEAN

THAT WE'VE ACCOMPLISHED OUR GOAL FOR TODAY, MAKING THIS THING A ROLLER BY THE END OF THE DAY. AND I THINK SCHWARTZ PERFORMANCE CHASSIS

INSTALLATION WAS EASIER AND WELL LESS PAINFUL THAN EVEN WE ANTICIPATED.

(TOMMY)>> AND CONSIDERING HOW MUCH THIS IS GOING TO IMPROVE THE HANDLING OF THIS OLD DODGE, I'LL TELL YOU THIS IS A NO BRAINER FOR THOSE OF YOU WHO WANT TO GET THE MOST OUT OF YOUR MUSCLE CAR. AND ONE MORE THING, THE OLD MOPARS BACK IN THE DAY HAD THE ENGINE AND TRANNY OFFSET TO THE PASSENGER SIDE.

(JOE)>> YEAH THE GUYS AT SCHWARTZ KEPT THE OFFSET AND BUILT MOTOR MOUNTS AND A TRANSMISSION CROSS MEMBER TO MATCH IT, PRETTY HANDY. AND IT'S GONNA HELP US WHEN WE GET TO WORK ON THAT TRANSMISSION TUNNEL FOR THE BIG SIX SPEED WE'RE GONNA INSTALL.

(TOMMY)>> IT ALSO ALLOWS US TO GO AHEAD AND DROP IN OUR PLASTIC ENGINE FOR MOCK UP. NOW THIS IS A PYAR BLOCK THAT WE GOT FROM SUMMIT RACING. THESE THINGS HAVE A BOATLOAD OF REASONS WHY TO USE THEM. ONE OF THEM, WELL YOU CAN SET IT IN AND OUT OF PLACE BY HAND AND IT COULD SAVE YOU AN ENGINE BECAUSE YOU DON'T WANT TO FILL ONE OF THOSE EXPENSIVE ONES FULL OF GRINDING SPARKS.

(JOE)>> AND THAT OFFICIALLY WINDS UP OUR PROJECT FOR TODAY. AND JEFF, I CAN'T THANK YOU ENOUGH FOR YOUR HELP ON THIS THING.

(JEFF)>> NO PROBLEM, I CAN'T WAIT TO SEE YOU GUYS DRIVING THIS ON THE ROAD. AND REMEMBER, DRIVE IT LIKE YOU STOLE IT.

(JOE)>> OKAY, WE'LL LET YOU DRIVE IT TOO. IT LOOKS GREAT DOESN'T IT?

(JEFF)>> YEAH!

(JOE)>> AS YOU PROBABLY KNOW, ALL THE TOOLS AND TOOLBOXES WE USE AROUND HERE ARE THE MATCO BRAND. WE'VE ALWAYS HAD A GOOD EXPERIENCE WITH THEM. WELL NOW MATCO CONTINUES THAT QUALITY WORKMANSHIP

IN THIS LOCKABLE, MOBILE SERVICE CART. YOU CAN ORDER IT TO MATCH THE COLORS OF YOUR OTHER MATCO BOXES, AND EVEN HAVE A LOCK INSTALLED THAT USES THE SAME KEY. IT'S GOT AN INCREASED SIZE AND STORAGE CAPACITY COMPARED TO OTHER CARTS IN THIS PARTICULAR LINE. NOW WHILE WE'RE AT IT, LET ME SHOW YOU SOMETHING ELSE. IT'S THESE NEW WATER NECKS FROM MISTER GASKET. EACH IS DESIGNED TO FIT A VARIETY OF LS APPLICATIONS.

YOU CAN GET A STRAIGHT DESIGN LIKE THIS OR A

SWIVEL LIKE THIS ONE. WITH THAT CHROME PLATING ON THERE IT'LL PUT A LITTLE BLING UNDER THE HOOD OF YOUR CHEVY. WELL THAT'S IT FOR THIS TIME. DON'T FORGET TO CATCH US NEXT WEEK FOR ANOTHER DETROIT MUSCLE.
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