1967 Chevy C10 Buildup - Ford 9 Inch Rear End

7. Did you have the Wilwood big brake caliper specs before you built the spindles? Did the brake kit bolt on easily? When choosing big brakes, what advice can you give our readers?

8. Moving to the power rack-and-pinion, is that from a Mustang II?

9. Did you fabricate the custom end links and simply incorporate the heim joints into the design?

10. The front suspension is pretty sick on project: The Show, is it your most "advanced" design to date?

11. Out back, why go with a Ford 9-inch instead of a GM rearend?

12. As we see you installing the rear control arms, what other benefits will an independent rear suspension make on the 42-year-old truck? Have you ever fabricated every single piece of an IRS like on this truck?

13-14. How much travel will the independent rear suspension have using the QA1 shocks and airbags?

15-16. Taking a look at the rear spindle setup, it reminds me of a sandrail. Does our background in sandrails and quads influence your design and "built-to-last" engineering mentality?

17. How did you come up with the inboard brake system for the rear? Who built the inside axles for you?

18. For the outer axles, who did the fab work on those? How do they mate to the spindles?

I designed the basic part of the spindle without purchasing the brakes. The Corvette calipers were pretty difficult to mount because they don’t have the traditional parallel two bolt mounting design. They mount with a pair of machined bosses that bolt perpendicular to the caliper. A jig had to be created to mount the caliper. If I were to do this again I would go with a universal six-piston caliper.
I designed the basic part of the spindle without purchasing the brakes. The Corvette calip
Yes and no. Your typical Mustang II front clips that are on the market use a Pinto rack and pinion. The nice part about the Pinto rack-and-pinion is that it works with pretty much any p/s pump. The pivot points on the Pinto rack are fairly narrow allowing for longer arms, more lift, with less toe change.
Yes and no. Your typical Mustang II front clips that are on the market use a Pinto rack an
The end links are typically machined to fit a 3/4-inch heim and whatever rack we may be using.
The end links are typically machined to fit a 3/4-inch heim and whatever rack we may be us
There are different styles of being "advanced". Although the C-10 front suspension looks to be so, it's easier to design the pivot points to be whereever you want, the spindles whatever length you need, and the control arms in any shape. The '07 Silverado lays 26's on stock spindles and control arms. It still has 11 1/2 inches of lift and 2 1/2 degrees of camber change. Designing around stock arms and spindles made it more difficult, because I can only manipulate the mounting points of the control arms to seek the front end specs. The 'bags and shocks use adaptor plates to bolt to the stock control arms. Reverse engineering an existing part gives you less options to work with, which makes it more difficult to design and therefore more "advanced".
There are different styles of being "advanced". Although the C-10 front suspension looks t
I did consider keeping a GM rear in the Chevy, but I would not be able to build an independent rear using a 10- or 12-bolt diff because the housing is cast. I did consider using a Corvette third member but thought that would be too easy. The 9-inch is bulletproof and has more gearing options and aftermarket parts available. We ended up using an aluminum housing, 3.70 gears, and a limited slip diff.
I did consider keeping a GM rear in the Chevy, but I would not be able to build an indepen
Obviously, the handling and performance of an independent rear is far superior to a solid axle, but one major advantage to putting IRS in this truck is the camber. The sides of the body narrow dramatically towards the top of the bed, the camber allows the wheel and tire to clear this body feature.
Obviously, the handling and performance of an independent rear is far superior to a solid
The QA1 shocks and airbags are not limiting the suspension travel.
The U-joint style halfshafts are limited to 60 degrees of angle change. This allows about 9 inches of lift.
The U-joint style halfshafts are limited to 60 degrees of angle change. This allows about
The first thing I ever fabricated was my Yamaha Banshee. In between riding seasons I would tear my bike apart. I would modify the frame to save weight and gusset weak areas. I would have pretty lousy weekends when my bike would break.
The first thing I ever fabricated was my Yamaha Banshee. In between riding seasons I would
If you modify something the main purpose is to improve the performance, but I also like to add a little art as well. It's nice to have something pretty but, having something reliable is more enjoyable.
If you modify something the main purpose is to improve the performance, but I also like to
Custom layed out trucks need to have a sick view into the bed. What better way to make that happen by putting the brakes in the bed? I designed the axles to what specs I needed for the drive flanges and the rotor assembly. I sent the drawings to Moser Engineering and they had no problem machining them for me.
Custom layed out trucks need to have a sick view into the bed. What better way to make tha
I used Corvette rear wheel hubs which use a U-joint style micro stub. The halfshafts are 4x4 slip-in-spline.
I used Corvette rear wheel hubs which use a U-joint style micro stub. The halfshafts are 4