1934 Ford - All Independent And Polished

After he C-clamped it into position, Herb tack-welded and finish-welded the Kugel front crossmember.

By reviewing the Kugel IRS installation diagram (and with years of experience), Roy and Herb determined where the rear crossmember goes. Prior to this photo, Herb used a center punch on the top of the rear framerails to mark the rear axle centerline (not shown); this is crucial for correctly locating the rear crossmember, as that's your reference point.

The transmission, driveshaft, and differential all have to be at the same angle. SAC used a digital level to dial in the correct angle of the rearend (5 degrees).

After tack-welding the rear crossmember while on the horizontal plane, SAC's fabricator finished welding the crossmember in place by C-clamping the frame in the vertical plane to the sawhorses, thus ensuring all surfaces were fully welded.

Notice the radius rod support has already been welded onto the bottom center crossmember. Herb finished welding the pinion-support anchor onto the side of the frame. In order to locate exactly where these tabs go, Herb had to mock up the IRS first and make sure the two radius rods would be at the same angle, and the two pinion support rods at the same angle.

Herb marked where the C-notch should be on the four framerail sides.

To cut the C-notch openings in the underside of the rear framerails, he used a plasma cutter.

Prior to welding the C-notch openings closed, Herb wielded his electric grinder and air sander.

Since the rear framerails have been fatigued from cutting holes in them for the C-notch, SAC welds in a 1-inch thick metal splint to strengthen them.

To achieve the desired curve of the sheetmetal that would cover the C-notch openings, 10-gauge sheetmetal was bent around a 6-inch-diameter pipe.

Herb cut the C-notch filler pieces to size in the bandsaw, before sanding the edges smooth.

Once he had the filler pieces' edges smooth, SAC welded them in the openings.

Before grinding and sanding off the excess weld, he performed some hammer welding.

For installation of the Kugel IRS, Herb raised it into position.

He tightened the passenger radius rod onto the lower center crossmember support.

The Aldan Eagle dual coilover rear shock absorbers were next installed.

A welding, fabricating, and suspension expert, Herb installed the Kugel IFS with confidence. In our next issue, we'll go into more depth on how the Kugel IFS and IRS systems go together.

Going with the notion that we'd rather have too much than not enough braking power for a 555hp pickup, we procured Wilwood Engineering's 13-inch vented and slotted rotors and six-piston calipers for the front disc brakes.

The completed SAC chassis has a 112.5-inch wheelbase, a 56-inch-wide front track and a 57-inch-wide rear track. As mentioned, the Kugel polished IFS and IRS are in place, replete with anti-sway bars front and rear. The third member is a 3.50:1 limited-slip unit from Currie Enterprises, compatible with 31-spline axles. A Strange Engineering polished aluminum case surrounds the third member. Aldan Eagle polished coilover shocks at each corner provide adjustable damping. And finally, Wilwood Engineering disc brakes will help the hauler halt swiftly.