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Heidts PRO-G IRS system for Tri-Five Chevy’s offers bolt in ease, auto-cross performance, and a plush ride. They take the car out on the street and the track in this video to show how it handles.
When it comes to American muscle cars, there is no limit to what can be done with a pro-touring goal. That is unless you’re hindered by time, money or ability to create your perfect car. But lucky for you first-generation Camaro fans, Chassisworks just recently added to their line of 1967-1969 Camaro parts.
We’re on a mission for traction as we try to feed 1,300 horsepower through a stock type suspension and some skinnny M/T drag radials on Project BlownZ. How do we plan to do that? Easy – with tough parts from Moser, Afco, and Wolfe Racecraft, mixed in with adjustability and endless hours of chassis tuning…
Chassis stiffening and safety are things almost any enthusiast would want to take advantage of, and Moroso’s frame connectors and driveshaft loop for new Camaros are a great way to take care of both. So, follow along as we install Moroso’s latest chassis and safety components on a 5th Gen Camaro…
The job of getting BlownZ’s power to the ground at the starting line lies on the suspension, and it all starts with the front suspension setting the events in motion to get the weight to the rear tires. Read along as we set up Project BlownZ’s front suspension for maximum effectiveness at the drag strip…
It’s one thing to go fast, but it takes more than horsepower to get around the corners. We install Ridetech’s suspension, Stainless Steel Brake system to make it handle as good as it looks. We also throw in a sticky set of Continental rubber on all four corners for a smooth ride and unparalleled adhesion.
In this feature tech piece we’re going to take a look at the in’s and out’s of the basic roll cage, from the materials they’re constructed of, to where you can have one installed, what it will cost you, and what NHRA regulations you need to know before you chop up your prized vehicle and start bending and welding.
From daily drivers, to street/strip cars and even full-tilt drag cars, Wild Rides Race Cars shows us that the GM A- & G-body is a formidable platform with the correct suspension parts. We discuss traction and even feature which A- & G-body parts will work best for your application. Find out more, here!
Is that new cold air intake going to help your tow vehicle get your race car to the track or will that new sway bar? In our book, our vehicles are not worth the risk. A safer and more stable haul wins out over the handful of potential horsepower. We explain why here.
Project MaxStreet, our blown, big-block ’66 Chevy II, is full of cool stuff—850 ProCharged rear-wheel horsepower, all good parts that ensure this rig will be a fun ride down the quarter-mile. That ride could, however, be our last if not for some necessary safety gear, namely a 10-point roll cage.
Whether you’re picking up somebody’s old project, a grandma’s old grocery getter, or an auction-block award winner, take a second to look over the car closely. Run the numbers and don’t feel intimidated to ask about the car’s history. You want your first project to be a positive one and not something you regret.
Today’s muscle cars might be light years ahead of their predecessors, but are still in need of some serious TLC. And that’s where Hotchkis’ 2010 Camaro Race Pack Suspension System steps in.
Completely replacing our 44-year-old factory front clip with Chris Alston’s Chevy II g-Machine Subframe System saved us some weight while drastically improving front end rigidity, suspension geometry and durability. In other words, our Chassisworks front end kit literally transformed our stock unibody.
Bret Voelkel, founder and president of RideTech, didn’t have to look far to find inspiration to improve the hard-riding suspensions his contemporaries had grown uncomfortably accustomed to.
Our MaxStreet Chevy II wasn’t designed to be a real performer out on any type of track. Even dumping all the money in the world attempting to revive the stock style suspension will only get you so far. Something had to be done to help this car be able to hold it’s own.. and Chassisworks got the call!
While we’ve got a bunch of irons in the fire over hear at powerTV, we were amazed at how time got away from us with our g-machine ’71 Nova “Swinger.” We’ve gone through the same sort of thing, but have made great strides since we first started.
Hey kiddies! It’s been a while since we’ve last heard a peep out of our Pro Street/g-Machine ’71 Nova nicknamed “Swinger,” we know. But be not dismayed! There’s all sorts of cool stuff coming down the line for our veneral classic conversion Bowtie.
Forgeline’s line-up of custom-built forged wheels makes it clear that they are passionate about cars. From pro-touring American classics to European exotics and endurance road race cars, that passion translates to manufacturing one of the highest-quality forged aluminum wheels on the market.
One of the final things we had to do to Grandma before taking her out on her maiden voyage, was set up the steering. In an earlier blog we showed you how we mounted our steering rack, now we are going to finish the story and explain the rest of the steering system – starting with the column.
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Now before everyone gets their panties in a bunch, no we didn’t buy a coffin for Grandma. But she is going to be stiff real soon! We’ve been waiting to get our ’78 Malibu over to the chassis shop so we can get her 555 Musi engine installed shortly.
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