Yes, that’s the name of the holiday… we’ll be closed today (Monday) to observe this day off. Please leave us a note on our good old email box, or Facebook, or by recording your voice on our digital machine. We hope you have a good Family Day too!
The exchange rate saves you money on chassis parts!
As we progress through this 1968 Dodge D100 pickup build, you might see a product that catches your fancy… here’s a (fairly) comprehensive list of what we used.
|Mustang II front crossmember kit||Welder Series||219625||https://www.welderseries.com/Mustang-II-Crossmember-Kit-Coil-Overs-p51209593|
|Upper control arms||RideTech||19013699||http://www.ridetech.com/store/mustang-ii-strongarms-front-upper.html|
|Lower control arms||RideTech||19012899||http://www.ridetech.com/store/mustang-ii-strongarms-shockwave-front-lower.html|
|Front boxing plates||Welder Series||680001||https://www.welderseries.com/Front-frame-boxing-plate-1961-71-Dodge-D100-p77777686|
|Front C Notch||Welder Series||12202||https://www.welderseries.com/Front-C-Notch-Fill-Piece-p51047358||For rack bellows clearance.|
|Rack Extension Kit||Heidts||MP-039-4||http://www.heidts.com/part/4-rack-extension-power-kit-mp-039-4/||We added 4" to the passenger side and 2" to the driver side.|
|Ride height setup tool||Welder Series||405711||https://www.welderseries.com/Ride-Height-Set-Up-Tool-p83035424|
|Front Shockwaves||RideTech||21140101||http://www.ridetech.com/store/1000-series-single-adjustable-shockwave||12.8" ride height, 4.1" stroke.|
|Rear Shockwaves||RideTech||21150801||http://www.ridetech.com/store/8000-series-single-adjustable-shockwave||14.6" ride height, 5" stroke.|
|Triangulated rear four link||Welder Series||318500||https://www.welderseries.com/Triangulated-Four-Link-Kit-p49926314||Lower bars mounted directly under the frame rails.|
|Rear upper frame bracket boxing plate||Welder Series||680002||https://www.welderseries.com/Triangulated-four-link-upper-frame-bracket-Dodge-D100-1961-71-p77777682|
|Rear step notch kit||Welder Series||219707||https://www.welderseries.com/Step-Notch-Kit-p50202433||Kit modified to be max. 3.5" above bed floor.|
|Sway bar kit||Welder Series||WS22740||https://www.welderseries.com/Universal-Sway-Bar-Kit-p49762034||Kit modified: larger outer tube used as upper Shockwave crossmember.|
|Front wheels||Wheel Vintiques||12-671204||https://www.wheelvintiques.com/wheels/smoothie-bare-finish.html||16x7 Smoothie, 4" backspacing|
|Front tires||Michelin||73391||http://www.1010tires.com/Tires/Michelin/Defender/73391||225/60R16. I bought them locally (Car Lane Automotive in Guelph). I think I'd go with a slightly shorter sidewall if I was doing it again.|
|Rear wheels||Wheel Vintiques||12-7912054||https://www.wheelvintiques.com/wheels/smoothie-bare-finish.html||17x9 Smoothie, 5-1/4" backspacing|
|Rear tires||Michelin||30842||http://www.1010tires.com/Tires/Michelin/Premier+LTX||275/55R17. These are just about as wide as we could get up in the wheel well. I bought these locally (Car Lane Automotive in Guelph).|
|A/C System: Gen IV Magnum||Vintage Air||671400-VUZ||http://vintageair.com/2017%20Catalog/2017%20Vintage%20Air%20Catalog%2044.pdf||Evaporator kit.|
|Gen IV Magnum mock-up unit||Vintage Air||671450||Check your local hot rod parts store.|
|Under dash control pod||Vintage Air||492050||Lots of control options... this is the basic one.|
|Dash louvers||Vintage Air||49052-VUL||I'll use three of these in the dash.|
|Control knob bezels||Vintage Air||484178|
|Compressor bracket||Vintage Air||162774-SDA||Compressor/alternator bracket for 318.|
|Compressor||Vintage Air||047000-SUR||Double V groove, rear exit.|
|Drier||Vintage Air||07323-VUC||Includes trinary switch and bracket.|
After selecting the fabric from the LeBaron Bonney catalog (direct link) and giving Peter an admittedly vague description of what I was thinking for the seat, I had to accomplish one of the most difficult tasks in building a project: waiting.
I have complete confidence in Peter’s ability to interpret my muddled attempts at describing a finished product, so there was no stress over that. I was more worried about the fabric, since I was the one who picked it, not heeding the advice of even my wife who has an uncanny ability to see color. She has chosen the EXACT color swatch sample from Home Depot three times over a period of about five years. Color doesn’t initially register as an adjective when I’m first looking at a car, for example. Anyways, this seat is AMAZING. Peter used the stock frame which was supplied with the truck (the seat that came installed was from a 1970 Fury 4 door). He refinished, painted, fixed the springs, added new foam… and kept the fabric aligned perfectly. I know it looks a bit purple in the pictures, but it’s actually a nice deep blue.
This is a nice step forward… I can make vroom vroom noises now!
I always appreciate a good “reusal” of parts to either change their intended function, or to keep their original function but in a slightly different way. Using body trim tastefully from one model on a different car comes to mind. The reused part needs to fit the theme, however, and not merely look like it was used because it was 8:45 on a Sunday night, and the auto parts store workers were on strike.
In removing the original leaf spring rear suspension on the Sweptline, I ended up taking the bump stops off the frame too. They weren’t lined up with axle centerline, and I decided I could use the space outside the rails where they were sticking out. Also, they were going to be in the space I needed to remove for step notch clearance. I like the piece itself; just not where it was mounted.
After the notches were installed, I started to think about bump stops and remembered I still had the originals, so I cleaned them up, made a few tweaks, and present them to you now!
I won’t be installing them until I have the truck sitting with the Shockwaves fully collapsed so I know where it actually needs to be. They’ll be welded to the inside of the frame rails on the step notch.
If you need new bump stops, Energy Suspension has a bunch of options. Check out this reseller’s listing (I find it easier to search than the official website): http://www.energysuspensionparts.com/universal-bump-stops-shock-eyes.asp
The original seat heads to the spa for a complete makeover.
Dear Welder Series…
I have a couple questions about your 4 link kit. With the adjuster just on one end, wouldn’t it be best to just forget the jam nut? With a rubber boot to keep the dirt out, wouldn’t this let the bar “twist” and prevent binding? I’d have thought that the nut would work loose anyway as the adjuster attempted to loosen or tighten when you go over a bump with one wheel.
Also, I assume your adjusters and bars are a mild steel. How do I stop them from rusting after welding? Do you recommend plating? I would paint the bars etc but I’m unsure about the threaded portions.
Hi, Miles. For street use, the bushings have enough elasticity to absorb the twist and not loosen the jam nuts. Even lubricated, it’s likely that the threads in the mild steel bars and adjuster studs would wear and either fail or have to be replaced periodically.
Thread the adjusters into the bars without the jam nuts to keep the threads clean, or just mask off the portion of the thread that will go into the bar.
Thanks for your interest in Welder Series parts.
You may remember the first version of the license plate frame was a Bob Drake stamped stainless piece that I sliced and welded to the spreader bar. If you don’t remember, re-read that first sentence, omitting the first three words. Here’s a pic:
Somewhere between Syracuse and home, and then again somewhere between home and Louisville, the turbulence at the back of the car was working the frame and breaking the weld. It was a challenge to weld the thin frame to the heavier wall spreader bar, and every time it broke off, I had to clean and re-weld it where it had already been heated. Suffice to say, I was ready for a revision.
I’ve been posting videos on YouTube of various steps in our D100 build… since you’re here, check out the playlist:
Garth knows our products so well that he was able to recall a discontinued piece that's tucked away on the bottom shelf!
Dear Welder Series…
Hi! I’m building a 53 Buick Special in Memphis and was looking for some info on Mustang 2 IFS. I’d like to build my own setup but not really sure where to begin! Any info would be greatly appreciated and any parts to get me going I would definitely purchase! Thanks for your time!
Dear Mustang II In Memphis…
Thanks for looking at the Welder Series site and asking about our parts for your project.
The easiest way (and it’s not easy…) is to cut off the stock frame at the firewall and use rectangular tubing as new front frame rails. The Mustang II crossmember and towers will mount to them. It will be necessary to fab mounts to support the rad (cradle) and front end sheet metal. There are several pictures on our website where builders have done this. See them at:
We want to help you enjoy this build.
Dear Welder Series…
Any idea whether the center section will work with a 67-72 C10, and do any of the trans mounts fit a 4L80E?
Thanks for this note, Russell.
Could you give me your frame’s outside and inside widths (driver’s side to passenger’s side) at the transmission insulator?
…and the frame rail channel height at that point? (The actual frame size, not the height from the ground.)
I’ll see how the center section looks in those dimensions and get back to you.
Dear Welder Series…
I’ve got the following:
Outside frame rail width: 34-1/8″
Inside frame rail top: 29.5″
Inside frame rail bottom: 29″
Frame rail height: 6″
The center section will be snug but fine if the rails are boxed corner-to-corner off of the upper flange. If the plates are “step boxed” it will give extra space for a frame mounted booster.
This is based on how the curved lower tubes transition to the boxing plates.
I hope this info helps with your planning.
Over 40,000 miles or so, the 32 had developed a little clunkle (“clunk” + “rattle”) that was driving me batty. The severity of the rattle was not dependant on the size of the bump, or how fast I was driving, or any other variables that I could vary. I could make it happen by jumping on the front passenger side frame rail, but not the driver side frame rail.
I tried to check the most obvious culprits first;
- Are any exhaust brackets broken?
- Are the emergency brake cables thwapping on the floor?
- Is something clunking around under the seat? I have a power outlet built in to the front of the seat, and a while ago I noticed that the wires were not secured to anything and would click on the floor sometimes.
- Is the heater/ A/C unit secure? Are all the vents secure in the dash?
- Does the noise happen whether the windows are up or down? Sometimes the glass can clunk side-to-side when it’s down, if the whiskers don’t hold the glass as tight as the upper channel. Also, check the power window motor – maybe it’s come loose?
Moving to the outside, I checked every bolt I could see. Sometimes a click can be caused by a bolt that’s binding and just releasing at a certain point, or the threads are sort of riding at the edge of a hole. I checked the radiator support rod brackets against the firewall, I checked the air cleaner, I checked the headlights… I checked all those things again. Ready for the spoiler? When I was grinding the boxing plate welds where the engine mounts meet the frame, I must have sneezed at one point and taken off more than necessary. There was a tiny spot where the vibrations of the engine travelling through the mounts to the frame had worked a stress crack, and going over a little bump or jumping on the frame rail would cause the boxing plate to flex just enough to create a little click… kind of like a mason jar lid.
I was able to go over the spot with the tig, and now I’m no longer canning! It’s nice to be able to focus on something other than that little clunkle.
What are some noises that you’ve discovered in your hot rod?
With a wheel opening that’s not three sides of a perfect square, you’re going to have to spend some time deciding what looks right to you. When you’re installing a new rear suspension, you have the ability to fine tune the wheel location, and fine tune you should. Look how the gap ahead of the tire opens up substantially in the first picture. This is why it’s important to have at the very least the diameter of the tires you’ll be using. If I was using a shorter tire, it might look better a little closer to the ground, for instance. Have a look at the pictures and let me know if you agree with our determined wheel centerline.