Friday, June 23, 2017
   
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Mac Strut Update

1967 Shelby re-creation with the DVS Mac Strut system installed

    Well, it's been a very long time since our last update, for some good and not so good reasons.  We've been working feverishly to finish up some projects around here, and some items got sent to the back of the cart until the projects are completed (See below for the biggest reason the Mac Struts ground to a halt!).

    As you can see, the Mac Strut system has been developed for our in-house customers, but we have had delays in making it available in kit form.  Some of the reasons are:

1. This is major surgery.  It's not for the squeemish.  Because of this, we want to make sure that our instructions are clear and precise before we have people cutting the front end of their cars apart, only to get stuck or install it wrong.

2. Documentation.  We pride ourselves in the fact that we don't get calls on our IRS installation kits, which comes with a 23 page manual.  We want to have the same success with the front end kits.

3. Cost.  We believe in having things built in America, and we want to find vendors who can help us keep this kit in the realm of reality price wise.

4. Installation. While we have numerous templates and brackets to help us install the system in house, these are expensive to duplicate.  Having installed similar Mustang II setups in the past (and seeing other installs with disastrous results), we want to make sure that the buyer can successfully install this without the jigs and templates we have for in house installs.

 

SO DAVE, WHEN WILL YOU FINALLY GET THIS DONE?

Our first priority is to complete our SEMA vehicle, then we'll be back on the Mac Strut Kit.  We want to throw in some additional features and upgrades to the kits, and once the SEMA car is done, we'll be back on it.

 

Recommended Parts for Mac Strut


 Upgrades

Layout for our latest Mac Strut System

We're recommending a certain combination of parts to our customers to compliment the Mac Strut conversions we build in house, and thank goodness all these parts are available from Maximum Motorsports in California.  We like their coil over conversions due to the ability to set the ride height.  Parts we're recommending are:

Maximum's coil over kits.  Shown above is the COP-2 coil over for the single adjustable Koni shocks mounted on this 67.  Depending on your strut choice, Maximum probably has a conversion for it.

99-04 Caster Camber plates.  There are a lot of CC systems out there, we like the MM version for two reasons. 1. - They are four bolt and we like extra bolts in our plates and 2. - MM gets it when it comes to their instruction pages.  None of our customers (or us) had to call MM while installing their kits - they actually write it down.

MM Bump Steer kits.  Again, self explanatory on the installation and a nice product.

We plan on offering the Maximum parts along with the kits when the kits are finalized.  Stay tuned!

 

03-04 Cobra install Notes

   

03 Crate engine installation

A couple of notes on installing 03-04 Terminator motors.

1. Although the width is the same, your height is obviously taller. If you are using a Mustang II front end, you may have to trim your crossmember a bit to get the engine to sit low enough so the blower will clear a stock hood.  On our 67 vehicle, we are using a Mac strut conversion, and with the stock 03 engine mounts we cleared the Shelby hood - just barely.

   

The 67 Shelby hood allowed us to hide the motor under the stock hood with our Mac Strut conversion.  The motor is also pushed back 4 inches towards the firewall to clear the radiator and hood with the roots style blower.

2. Because of the blower snout, we had to move the engine back approx. four inches, which places it right up against the firewall.  This caused interference with the stock A/C outlets, so we went to the Classic Auto Air aftermarket box, since the two A/C lines and the two heater core lines come out the hole where the blower motor used to be.  The only thing we had to do to get this to clear was to shorten up the low pressure A/C line, and the system bolted right in.  I know that several of you have had the same situation, check out the Classic "Perfect Fit" box.

   

Before and after: by moving the Low pressure A/C line over a bit, we can clear the engine mounted up next to the firewall.

3. Intake - Nobody really makes an off the shelf solution for the intake setup, especially if you have shock or strut towers.  The Terminator intake wants to share the same spot with the tower.  This shouldn't be a problem with Mustang II applications.  We tried an intake system off of a 99 Cobra, but we just couldn't get enough bend out of it.

99 Cobra hose installed.  It just wouldn't bend enough to go around the tower.  If you are running stock towers you'll have this problem as well.

We ended up fabricating our own intake out of aluminum.  Turned out to be the easiest solution in the long run.

4. The alternator will want to crack the driver's side frame rail, especially if you want to run the motor in the center of the car (we run it with the 2 inch offset ala late model Mustangs, and it still will hit).  You will need to relocate or notch the frame rail to get it to fit.

The alternator on a terminator motor falls right on the frame rail.

 

Finally, the heat exchanger needs to be mounted somewhere in the airstream.  Not much of a problem on a Shelby re-creation - in fact the lower intake is made for this.  Tougher on a closed lower valance like a stock 65-68 Mustang.  You may want to run an aftermarket lower valance.

Location of the stock 03 heat exchanger.  The pumps are mounted up under the passenger side fender.  Plumbing is an exercise in patience!

UTC crossmember now fits GM Style Transmissions!

    We've had several requests about adapting our UTC crossmember to accept the GM style transmissions, and so we made a quick change to make this happen.  Now, the UTC will mate to the GM style rubber bushing (shown below) and will allow you to bolt a GM style mount transmission to your Mustang. Accepts most automatic and standard transmissions in 59-88 rear wheel drive Chevy-powered cars (except 82-92 Camaro/Firebird). Powerglide, TH350, TH400, and all Borg-Warner, Muncie, Saginaw, Chrysler 4-speed and Richmond 5-speed transmissions.

Please note that due to input shafts and other variables, this doesn't mean that GM transmissions will work in your application.  Please contact DVS Restorations for more information.

 

WHAT??? YOU'RE BUILDING A PUSHROD CAR??!!

   

Time to let everyone know why things have been on hold for awhile.  We are building a 1970 Boss 302 that will be the end of all Boss 302s.  Yep, it will be a pushrod car, and yep, it's a real G- code. But, unlike other builds, this one is a little different:

 - Aluminum 363 cubic inch 8.2 inch deck motor with more billet goodies than you can shake a stick at

 - Fuel injection, coil on plug and distributor-less ignition

 - Screw type supercharger

 - Water to air intercooler

 - 950hp

AND IT ALL FITS UNDER THE FACTORY SHAKER HOOD. 

 

Not only that, we have gone to great lengths to NOT cut up the body on this valuable piece.  Every aspect of the build as been designed to retain the integrity of the original chassis.  In fact, the original Boss drivetrain is sitting over in a corner, and can be re-installed if the owner so wishes!

Take a look at the web page on this latest beast we've created: http://www.dvsrestorations.com/boss.html

 

Check it out!

Dale Irwin's 1965 03 GT powered fastback will be in the premiere issue of Modified Mustangs and Fords Magazine, July issue!  Dale recently finished his car and we shot it for the mag.  Oh, and don't think Dale babies his car - check out the shots of him recently at Road Atlanta!

   

Road Atlanta photos courtesy of Dale Irwin

Got a shot of your car you want to share?  Send to us and we'll show everyone your work!