Installing Weld-in Fame Connectors for Major Chassis Upgrading

Corporation’s chassis design was light- years ahead of the competition. From indirect-acting torsion-bar front suspension with long-and-short arms and tension struts, to asymmetric leaf springs, the cars were unparalleled. Even the basic floor pan and chassis was excellent: all A and E-bodies, as well as pre-’73 B-bodies, were true, all-unitized construction. In this arrangement, many components normally thought of as “body” parts are put to work carrying loads and increasing structural rigidity without carrying a weight penalty. Eye opener: If you’ve ever seen a bare frame of a ’60s or ’70s GM car, you’ve likely been amazed. There’s strength in only one plane. Nothing whatsoever is there to resist twisting or bending. No wonder Mopars handled so much better than Chevys—they

1. A stock Mopar chassis (A-body shown) relies on the rocker panels and body pillars and sheetmetal to carry loads through the center section. This is true unibody construction, and it’s excellent. But as we add spring rate, wide tires, 600-ft./lb engines, etc., it’s weaknesses begin to be revealed in such nasty goings-on as buckled roof and quarter panels, doors that are hard to open, etc.
2. The upgrade: add a solid steel connection between the longitudinals.
3. Auto Rust Techs don’t use drawings or CAD-CAM methodology. Rather, they have a sample for your car’s chassis that is used as a template. Here, our 2x2˝ frame connectors are mocked up and trimmed for a precise fit.

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