Have 5 or maybe 6 regular cab long bed S10's (and GMC S15's) that are going bye-bye in the near future. Just not satisfied with the finished product they yield. They are better than the too wide 67-87 pickup frame and way better than any MII offering but still not right in my opinion, which along with a return soda bottle and a nickel might be worth 10 cents. The ONLY IFS swap that drove, handled, and FIT worth a darn was the 75-80 Pacer which is now extinct. We are now building jigs to duplicate the dimensions and geometry of the Pacer for future projects. It is to be FOR IN HOUSE USE ONLY but if satifactory we might let an interested party pick up the ball and run with it. The Pacer crossmember and A-arms were as heavy duty as a Chevy PU and used the same caster/camber adjusting ecentrics as the Chevy truck. Ours will have Monte Carlo upper ball joints and Chrysler screw in lower ones and be converted from the Ford sliding dovetail type caliper mounts to the GM pin type mounts. All this is so one can run down to the neighborhood FLAPS for any needed parts. Will keep updated posts.
Evan, now I'm curious. Are you saying you don't like any of the aftermarket IFS suspensions on the market? I'm planning to spend some $ on one this summer and had about decided on Fatmans stage 3. Are you saying Don't do it? My truck will only be used as a hot rod, have a newer pickup for work.
Yeah, Russ, I know you speak highly of those guys, thats what has pushed me in their direction. I also read everything Evan writes here. Still want Art Morrison, but, haven't hit the Lottery yet.
After ordering a chassis for the 41 F**d and installing one in a 57 chevy truck, Roadster Shop has a really nice Revo front end......but it ain't cheap.
Steve, Definitely go with a Fatman over most of the others. I modified a Fatman once to give clearence for a DOHC Ford Mod engine in a 51 woody and the main tube (crossmember) was THREE EIGHTS of an inch thick. Way better than a Heidt's and others. Don't let me scare you off a good item, it's just that the Pacer conversion had the best combination of strength, handling, and ride. By it's very design the MII has a very limited shock travel, has to compensate for the lack of a lower A-frame (factory had control arm with struts), and alignment adjustments that are adequate only. Fatman has eliminated these shortcomings. Morrison has good stuff although I prefer Chris Alston but pockets for both need to be deep.
Thanks, Evan, for clearing that up for me. I noticed right away the alignment design with shims was much better. I like the fact that Fatman uses all American made parts, and based outside of California. The only thing that I question is they have a 56.5" track width. I assume that is so you can run wide wheel/tire combos and be really low also.
Fatman is about 20 minutes from me. Brent is a good guy and will take the time to answer any question you may have, knowing he has answered it hundreds of times before.
Sadly , even here in Sunny Southern California , there are few Pacers left . Some of the better / smarter Hot Rodders here that I knew , would rip out the Mustang II and replace with the Pacer front end , they told me it was better in several ways . It's nice to see Evan picking up the ball and running with it .
Nate, I was about to send out a search party! Where have you been? Trouble is, I'd have to start in SOCAL and I can't go there no more.
Home Again ! I rode up to Bellingham Wa. to visit and say goodbye to my 92 Y.O. Father . My Dr. says I shouldn't drive over one hour yet so I went in my brother's big old Mercedes Diesel S Klasse Sedan . We got there and Pops wanted to go for coffee so I moved the passenger seat forward so he'd fit in the back and the electric adjuster broke , leaving me to spend two weeks riding 'round with my knees jammed against the dashboard I don't expect to see him alive again , time moves on . The day before I left I bought this :
Glad your back safe and got to visit with your father. A Morris Minor? I had a uncle of mine give me an engine out of one of those to tear-down and re-assemble as a high school shop project. When I was done, I wanted to put it in dads cub cadet.
Way back in the early 60's we had a CAE sprint car that was very hard to beat. Many others were still running the old style traverse spring, some quarter elliptic springs, and various styles of coil/shock combos. We built ours as a four (torsion) bar car using Morris Minor torsion bars. Varied the length for different rates and used custom made anchor/adjustors. An amazing thing is one can spiral wrap these bars with several layers of electrical tape and increases the spring rate without altering the bar itself. Left a lot of tire grooves from making a quick U-turn when a Minor was spotted in a backyard or somewhere. Hope your time with your Dad was rewarding; I still miss mine after 43 years.
