Us car tool frame connectors

Yet in spite of some very clever engineering, both of these goals are ultimately in contradiction with each other. As you lower the cost of production, the stiffness—and thus the handling and ride quality—goes down.

The compromise we're talking about manifests itself as shaking, twisting, and flexing. If unchecked, this shows up as cracks in paint, wrinkles in sheetmetal, misaligned body panels, and cracks in glass. The cause is that the front suspension cradle is not linked solidly to the rear suspension structure—except through the thin sheetmetal of the floor and greenhouse. When the front suspension moves one way and the rear moves another, the old body pays the price.

But that's not all. The suspension is unable to do what it's designed for and the car can handle in unpredictable, nonlinear, and unsafe ways. And we haven't even begun to talk about adding more power, bigger brakes, better suspension, or stickier tires. In the s and s, the Mopar A-, B-, and E-Body chassis offered some of the best performance available at that price, but over time, the weld points and stressed areas of the body shell begin to yield.

Even the best-kept cars fall victim. These are beefy form-fitting C-channels that connect the front and rear frames of the unibody Mopar, and tie to the body at the same time. Since our Plymouth Valiant a Chrysler A-Body is already equipped with the RMS Alter-K-tion front coilover suspension and the RMS Street-Lynx rear four-link coilover conversion, we would be committing structural suicide by not installing a set of subframe connectors.

It was a no-brainer to order the subframe connectors, and it only took a half day to install them using our Millermatic MIG machine. Ron Aschtgen of Outlaw Motorsports Riverside, California is helping us assemble Project Valiant, and he handled the subframe connector installation for us. As Aschtgen discovered, the US Cartool units fit our A-Body very closely, their contoured sides needing very little trimming and grinding to create a gap small enough to make effective MIG welds with the Millermatic Some minor fine-tuning with the fit is to be expected on something like this, and along those lines, we also had to relocate the service brake, parking brake, and fuel conduits.

Nevertheless, the end product of vastly improved chassis stiffness was worth that small amount of trouble. As a result of this half-day's work, our Valiant is for all intents a full-frame chassis—in fact, it's even better than that.

We have given up absolutely none of the existing strength in the Mopar's gusseted and boxed unibody—a strong point that traditional full body-on-frame cars—such as GM's A-, B-, and G-Bodies—never had. Now we've got the best of both worlds, with plenty of stiffness to handle the torque from our hp Indy low-deck wedge, as well as the higher cornering and braking loads from our RMS suspension and Wilwood disc brakes.

This ol' Mopar chassis now has another half century left in her! Log in. Welcome to For E Bodies Only! JavaScript is disabled. For a better experience, please enable JavaScript in your browser before proceeding.

You are using an out of date browser. It may not display this or other websites correctly. You should upgrade or use an alternative browser. Thread starter gtxno1 Start date Dec 5, Mike73Dodge Active Member. Privacy policy. Terms of Services. EOAT Frame connectors. Tube Cross Connector. Connector for Vacuum Cup.

Elbow Arm. Frame profile. Adjustable Angle Connector. Connector Plate. Long Angle Clamp. Carbon fiber tube. Angle Arm. Cross Connector. Side Manifold Block.