What options that are very useful and worth the cash

[big-boss]

Listen to JAMO! He is the smart one. Go to Provo. I did never was sorry. Get all the options you can afford. I am going to cut my own holes because I want them rolled-looks very cool. The rearend is stricly jewelry-Jag is more than fine. Good luck.

[David Kirkham]

My advise,

Listen to Jamo. If you don't he will kill you. Trust me on this one! Just ask him and he will tell you my head is harder than carbide.



As for pricing...

There will be a BIG sale this weekend at the SCCA at Miller Motorsports Park. They are very nice people to deal with. We have been very happy with them. Pricing and options will change after the event.

David

[767Jockey]

David,
Can we look forward in the near future to a price adjustment on the $16,000 cost of proper original tube style suspension components? Didn't they used to be included for the base price? Now, as I understand it, the car comes with a high bling billett setup, and the formerly standard tube type setup is 16K over and above the price of the billett? Wow!

[David Kirkham]

767Jockey,

You have a very good question that is rather complicated to answer.

Yes, there will be an adjustment in the original type suspension and parts--in about a week, or less. Unfortunately, the price will go up. Many years ago we did offer the original, tube-type suspensions (and other parts) in the base price. Over the years, customers wanted "better" and better components so we we evolved to billet aluminum. Billet aluminum offers many advantages. It is less expensive to make, it is stronger, it is lighter (our billet aluminum suspension is over 100 pounds lighter than an original suspension), it is faster to manufacture, and it is FAR easier to assemble.

For example: an original 427 Cobra rear lower control arm consists of 28 different pieces! (I happen to be holding one in my hand right now.) There are 13 different steel pieces alone that have to be welded together. After welding, the pivot bushing ends are not straight as they warp in welding. They then have to be straightened by hand until they are close enough to line bore in a mill. The ends are then line bored to a measurement close enough to ream with a bridge reamer that spans both ends. The bushings are then pressed in and finally reamed to the proper 0.7500 inches. Then, we start on the bearing end which warps in welding too and has to be line bored after welding to make the hole round again. It is EXTREMELY labor intensive to do it right.

Compare that to a one operation billet aluminum rear lower control arm that has a total of 7 parts in it. No welding, no headaches, no fuss. Certainly, other manufacturers don't go to near the extreme we go to in order to make cool parts. Tubular control arms can just be welded together and then put on the car--warps and all. I have seen some control arms from other manufacturers that are 3/16 of an inch out of parallel between supposedly parallel pivot points. I wonder how their suspensions work--or better said, don't.

Out of the CNC parts are straight, round, and parallel with no headaches. The end product is far lighter, more serviceable, allows for greater adjustability, stronger, and less expensive to make.

David