Chassis guru Jeff Schwartz brings in his G-Machine chassis to convert uni-body Challenger to a full frame.
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PARTS USED IN THIS EPISODE:
Mr. Gasket: Mr. Gasket 2670 Chrome Swivel Adjustable Water Neck Outlet for GM/Chevrolet LS Engine
More Info: https://pntv.us/pn_pt_1169
P-Ayr: 426 Chrysler Hemi (LB) Engine Replica, With Valve Covers
More Info: https://pntv.us/pn_pt_1167
Matco Tools: JSC480 – Stock Cart STB/BLK Trim
Mr. Gasket: Mr. Gasket 2671 Chrome Swivel Adjustable Water Neck Outlet for GM/Chevrolet LS Engine
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: Fasteners, Hardware and Shop Supplies
They make it look so easy🥺
A set of Tourqe boxes front and rear and and bolt on QA1 upgrade of the Stock Torsion bar suspension as well as a set of Super Stock springs would be better than that. Speedway Engineering spline drive sway bars are 2way adjustable. A Tremec TFX 5speed would eliminate the need for hacking, and Strange 60 is stronger and cheaper and eats less hp than a 9” for 20lb difference in weight. A narrowed Dana 60 out of a 3/4 van with passenger axles and a Detroit locker diff with much lighter preload springs for smoother engagement would be cheaper still with no loss of strength. One reason Detroit lockers get a rap for clunkiness is that most were set up for 1 ton trucks weighing 6-7000 lbs. Preload springs are available from the mid 40# weight to over 110lbs.And all the above for about half of the $20,000.00 above even with big brakes and a new steering box. .
Man I'd love to convert my unibody Chevy to this G machine chassis, but don't have the $20K. sigh
Wow, "new technology" is a coil over shock. Color me flabbergasted. <sarcasm intended>. So, what exactly is it you gain by giving up all the advantages of torsion bars? So, no easily adjustable ride height. No easily replaced springs for a change of spring rate. So, what was that advantage again? Oh yeah. Coil over. Just like the wife's Mom Bomb.
Color me a disbeliever. Now, if you put a strengthened and tweaked unibody against the frame butchery on several different types of race track and won them all, THEN I might start to believe. But $20K on some salesman's word ain't worth shit to me.
To most people, all you've done is destroy a perfectly good restoration project. Hope you're happy. Next time chop up a new Challenger, there are a lot more of them and easily replaced with a simple factory order.
Seems all the cutting should have been done before sand blasting🤷♀️
I’m happy PowerNation is putting content on YouTube, but the “scripted” feel of the shows needs to change. The MotorTrend content, with its less polished, off-the-cuff feel, is to me much more enjoyable to watch. Just my $0.02
You lost me at $20,000 dollars.
Why!!!! I can’t imagine cutting up my Mopar to do this!!! Heresy
Doubting the reduction in car . First weigh the Challenger with old suspension on scale the after the new one is fully installed. Next did you lower the center of Challenger? i mean lower body on frame as Camaros did? that would be great. also witha DYNOCORN new 1970 this would be perfect
This will need to be taken apart and refinished.
Is that Joe, doing the narration?
One thing that drives me crazy is when you guys use the word "fitment" for "proper fit" correct fit…etc…Look up fitment…it has nothing to do with fit. For the love of god please stop!
Seems like good engineering, but shocked with the welds. Very cold looking welds.
Lmfao carrying a big block lol.
What do you do to fill the holes on ether side of enginbay nice kit just dont like thise lime green bars masive cut holes
Putting a Schwartz performance frame under my 71 challenger. Instead of two days I'm into 3 years. Very happy though and coming out awesome
Why don't you make a smaller six-pack scoop that is ALSO a shaker rather than boring us to death with the same old shaker hood and more ugly stripes?
😁🖖✌👍👌😎
Im not goiing to say that Schwartz does not have a cool product. I dont understand this level of work without IRS. The high perf brakes are great.
My issue is why do this at all. I never see any show go in to tuning this chassis. Lets just spend money. Cjurrent mythology is that the ford 9" is the best. It is very good for many reasons, But no one talks about the drag in different diferentials, or where the pinion alignment to ring gear is for strength vs drag. Never blew up a mopar rear end. Broke a few axel flanges though.
He says "No Cutting",… and then they proceed to cut the heck out of it….
So close,… Rack's the wrong side of the front axle, and coil overs move mass upwards compared to Torsion Bars – and for the idiots who think Torsion Bars don't handle, go watch Formula One, where every chassis made since the early 90's has been Torsion Bar.
I'd happily put a full chassis under my '66 Valaint, but I'd want to keep the Torsion bars up front, and add them at the rear for IRS, but I'd keep the leaf rear if live axle – don't forget, MoPar rear leaves are Toe In for more predicable response once loaded.
Ford are zero toe, GM are toe out, which is why GM dialed in extra understeer up front to counter the rear end wanting to swap ends.
Edit: and then he removes the disc and shows the upright,… And clearly has no idea why the factories did what they did on the uprights – that one is an accident waiting to happen.
Edit2: Did he just say,.. awww, FFS, the DAMPER does not Absorb the Shocks – the Spring does and the Damper controls the Spring!
This is what you get with the Corvette sports car, the suspension rack. That is what you want your nice performance motor in. Or
I am convience that the unibody is a better set up when come down to endurance and driving around curves. That lot of cutting you better know exactly what you doing because this is NOT FOR THE DIY type of person unless you got SKILLs nice video over all someone do exactly like they do on the same type of car could pull it OFF.
Grand national is like most of the affordable sports car. It's a nice mach up like. The possibilities are there for putting your hand at the craft and make your performance yourself. It was cruel and intentional taking trades out of the School's.
All that money for a full frame and they kept the solid axle.
Sweet, mopar. And Buick's. That's going
To be one Bad mofo MOPAR When it's
Done. Can't what to see it…..
20k for a chassis is really really expensive might as well save the money this cars are over rated anyways
Would like to see it with IRS…
I'd MUCH rather have original ride and drive. It juat takes away the soul of the car and makes it a faker. It'd be much easier to just go get a newer ca4 and forget it. No thanks.
That's not a challenger anymore. Just buy a Honda civic at this point
"Your Schwartz Is as Big as Mine" LOL!!! https://www.youtube.com/watch?v=pPkWZdluoUg
Lmao u call them welds
I find it funny to watch all the sand blasting material falling out lol!
Not a simple bolt on!
The Buick grand national is like todays Chrysler 300 Hemi V8 version, a gentleman's car/muscle car, "the Banker's HotRod"
Esses caras são muito bons
Shame the HnS of not having a guard on the angle grinder isn't very good. Should show a way to make those cuts with the guard or a tool that is safer. WorkSafe in NZ will ping a business use of grinder without a guard.
Schwartz is a legend…Anyone that read muscle car mags pre youtube knows this
This is the second time I've seen this type of change on a old Mopar. Apparently they don't know that the suspension factory design and geometry was won of the best in history… especially on the later Barracudas. Between the roll center being properly positioned in the angles of the front suspension, the use of torsion bar to transfer this stress deep into the main body of the car, the anti-squat design of the control arms with offset pivots that radically improve braking, and the unequal length rear springs that acted as traction bars, but still gave a soft ride, there is little today that can be improved upon accept maybe independent rear suspension. You've now taken a chassis that was hundreds of pounds lighter than the competition and made it heavy. Some research needs to be done before making these kinds of changes. There are books written on just the suspension design of the Mopars. I had a 1974 Dodge Dart With a small block and with just some simpler upgrades to heavier torsion bars, and extra leaf in the rear springs, and added the optional factory front 3/4 inch swaybar and Diplomat rims with 225-60 tires, I could chase z-28, Preludes, etc around clover leafs and outbrake just about anything.
Why would you do that lol just leave it stock for fucks sake !
Am I crazy or is he WRONG about the steering pivot being inline with the lower control arm pivot at 03:40 ??? That looks to me like the R&P is too wide….
Its nice to have money when you can't figure out how to tune a fully adjustable torsion bar front and quarter eliptic leaf rear.
I guess when you start with 1 of the best combos you have to provide a product for stupid rich, well ok good job.
Still I don't see how you can tune oversteer.
Never had a bump steer issue on a classic Mopar, its not a gm pos.
I applaud the rack and pinion.
Jeff and his son are nice guys (I have had long conversations with the at the PPG Nationals). They build awesome stuff.
I will, one day, build something with a G Machine chassis.
chop chop
Super cool to bad it probably Cost prohibited for Most people
Now, no more of that sideways up and down wobble that torsion bar suspension brings, a solid corner huggin sports car for only$20 G'$!
honda will be lol about this video. n say how wieght.??
Chrysler torsion bar suspension was to give its car better handling than cars with coil springs, Richard Petty's car run 200 miles an hour
Mopar has no chance against Buick anyway. Fast with class
finally something worth watching, the last two videos were 💩