Rolling Thunder Part 10: Suspension Design & Driveline Installation

(RYAN)>> HEY GUYS, WELCOME TO TRUCKS. WELL WE FINALLY HAVE THE FRONT SUSPENSION MOUNTS NAILED DOWN AND WELDED IN WHERE THEY'RE SUPPOSED TO BE ON THE FRAME FOR PROJECT ROLLING THUNDER. AND WE WANT TO SHOW YOU ALL THAT, BUT WE'VE DONE SOME OTHER STUFF AS WELL. WE'VE RELOCATED SOME MOUNTS, ADDED SOME BOXING AND SOME GUSSETS, AND JUST KINDA DID SOME MORE FINISHING WORK ON THE FRAME. MEANING WE'RE JUST ABOUT READY TO ADD SOME PARTS TO THIS THING, BUT WE WANT TO SHOW YOU EVERYTHING FIRST. NOW WE HAD TO MAKE A PRETTY SERIOUS RELIEF CUT IN THE FRAME RAIL FOR THE UPPER CONTROL ARM ON THE INDEPENDENT REAR SUSPENSION, AND THAT JUST DIDN'T LEAVE A WHOLE LOT OF FRAME RAIL LEFT. SO WE BOXED IT IN TO ADD SOME STRENGTH. NOW THIS REAR SECTION OF FRAME RAIL, WELL IT DOESN'T HAVE TO BE THAT STRONG, BUT WE STILL WANTED IT AS STIFF AS POSSIBLE. SO WE ADDED THIS EIGHTH INCH THICK REINFORCING PLATE. IT'S GOT A COMPLETE PERIMETER WELD, ROSETTE WELDS, AND WE CONTOURED IT TO FIT THE FRAME RAIL. IT'S ALSO GOT FISH MOUTHS AT BOTH ENDS. NOW THE REASON FOR THE FISH MOUTH IS TWO FOLD. IT NOT ONLY GIVES YOU MORE AREA TO WELD TO, MAKING IT STRONGER, BUT IT ELIMINATES A STRAIGHT SEAM WITH STRONGER METAL ON ONE SIDE AND WEAKER METAL ON THE OTHER. IF YOU DID IT THAT WAY, WELL IT'D ONLY MAKE THE METAL EASIER TO FATIGUE AND CRACK. NOW THE NAME, WELL IT'S PRETTY OBVIOUS. IT LOOKS JUST LIKE A FISH MOUTH, AND THIS ONE LOOKS LIKE A CARP WITH AN UNDER BITE. THIS ONE HERE IS DEFINITELY A HUNGRY LARGE MOUTH BASS. NOW WE TOLD YOU BEFORE WE WERE GONNA HAVE TO BUILD A NEW TRANSMISSION CROSS MEMBER FOR OUR T-56 MAGNUM SIX SPEED. WE ALSO TOLD YOU WE DIDN'T WANT IT HANGING BELOW THE FRAME RAILS. NOW WE'VE GOT A GUSSETED PAD FOR OUR POLY URETHANE TRANSMISSION MOUNT. WE USED A PIECE OF DOM TUBING, A DIMPLE DYED GUSSET FOR STRENGTH, AND WE WELDED A BRACKET DIRECTLY TO THE FRAME RAIL THAT WILL ALLOW THE CROSS MEMBER TO BOLT IN AND BE REMOVABLE. SINCE IT TIES THE TWO FRAME RAILS TOGETHER, WELL IT'S GONNA ADD SOME STRENGTH AS WELL. NOW OUR NEW FOURSIX KINDA HAS THIS GIANT BLOWER SITTING ON TOP OF IT. SO WE WANTED TO LOWER OUR ENGINE AND TRANSMISSION DOWN INTO THE FRAME RAIL ABOUT THREE QUARTERS OF AN INCH FOR HOOD CLEARANCE BECAUSE WE WANT TO KEEP THE STOCK HOOD. AND THAT MEANT NEW ENGINE MOUNTS AND A RELIEF CUT, AND BOXING OF THE CROSS MEMBER FOR OIL PAN CLEARANCE. WE'VE GOT ABOUT A HALF INCH IN BETWEEN THE PAN AND THE CROSS MEMBER. NOW WE ALSO BOXED IN THE RELIEF CUT WE MADE ON THE FRAME FOR MANIFOLD CLEARANCE. NOW THERE'S NO TWO WAYS ABOUT. DESIGNING A COMPLETELY CUSTOM SUSPENSION SYSTEM THAT WORKS WELL IS A CHALLENGE, AND THAT'S AN UNDERSTATEMENT. IN FACT THESE CONTROL ARM MOUNTS THAT YOU'RE LOOKING AT, WELL THAT'S VERSION TWO POINT ZERO. THE FIRST EDITION WORKED GREAT ON THE COMPUTER AND IN THEORY, BUT WHEN IT CAME TIME TO APPLYING IT TO OUR PICK UP TRUCK FRAME, WELL IT JUST DIDN'T WORK OUT SO WELL. THE STEERING RACK WAS HITTING THE CROSS MEMBER, THE OIL FILTER, YOU NAME IT. IT JUST FLAT OUT WASN'T GONNA WORK. SO WHAT WE ENDED UP DOING WAS PUTTING THIS STEERING RACK WHERE IT WOULD WORK, AND DESIGNING THE REST OF THE CONTROL ARM PICK UP POINTS AROUND IT. NOW THE LOWER CONTROL ARM MOUNTS ARE MADE OUT OF QUARTER INCH THICK STEEL AND WELDED SOLIDLY TO THE FRAME. THE LOWER ARMS ARE FROM FACTORY FIVE RACING AND FIT A MUSTANG. THE UPPER MOUNTS HAVE TWO HOLES FOR ADJUSTABILITY. THEY'RE MADE OUT OF THREESIXTEENTHS PLATE AND ATTACH THE CIRCLE TRACK UPPER AARMS.

NOW WE HAD TO DITCH OUR STOCK RANGER RACK AND PINION. WHEN WE BUILT OUR CUSTOM FRONT SUSPENSION, WE BUILT IT TO MATCH THE INCREASED TRACK WIDTH OF OUR INDEPENDENT REAR SUSPENSION OUT OF AN '04 MUSTANG COBRA. SO BOTTOM LINE, THE RANGER RACK JUST WASN'T WIDE ENOUGH. SO WE PICKED UP A STEERING RACK FROM A LATE MODEL MUSTANG TO SUIT OUR NEEDS. NOW OUR STEERING RACK BUSHINGS CAME FROM MAXIMUM MOTORSPORTS, AND THEY'RE SOLID ANODIZED ALUMINUM. THEY OFFER MULTIPLE MOUNTING POSITIONS, SO WE CAN TRY TO DIAL OUT ANY BUMP STEER OR WE CAN MOVE THE RACK SLIGHTLY IF WE'VE GOT ANY SLIGHT CLEARANCE ISSUES. NOW SINCE THEY'RE SOLID BUSHINGS, WELL WE'RE GONNA GET ALL THE FEEDBACK THAT THE ROAD'S GONNA GIVE US. BUT THAT'S A GOOD THING ON A PERFORMANCE TRUCK LIKE THIS, AND THE TRADE OFF FOR A LITTLE BIT EXTRA NOISE AND VIBRATION IS WELL WORTH IT.

FOR TIE ROD ENDS, WE'RE GONNA TRY TO GET AWAY WITH USING THESE MUSTANG ENDS. BUT IF NEED BE, WE CAN UPGRADE TO AN ADJUSTABLE ROD END LATER. NOW WHEN WE WERE PLANNING THE FRONT SUSPENSION, ONE OF OUR GOALS WAS TO MINIMIZE BUMP STEER. NOW IN CASE YOU'RE NOT TOO FAMILIAR WITH WHAT BUMP STEER IS, HERE'S A BRIEF EXPLANATION. IT'S WHAT HAPPENS WHEN THE SUSPENSION AND STEERING LINKAGES MOVE IN DIFFERENT ARCS. WHEN THAT HAPPENS, WHEN THE SUSPENSION COMPRESSES, IT CAN ACTUALLY INDUCE UNWANTED STEERING INTO THE FRONT WHEELS, NOT WHAT YOU WANT. NOW THIS IS MORE SUSPENSION TRAVEL THAN OUR TRUCK WILL EVER SEE, BUT IT CLEARLY SHOWS A CHANGE IN STEERING WITHOUT ANY INPUT FROM THE DRIVER. NOW WHAT WE'RE GONNA DO TO MINIMIZE BUMP STEER ON OUR TRUCK IS TO MAKE SURE THAT THE PIVOT POINTS OF THE INNER AND OUTER TIE ROD ENDS LINE UP WITH THE PIVOT POINTS OF THE LOWER CONTROL ARM, BOTH AT THE FRAME AND OUT AT THE SPINDLE. NOW IF WE CAN'T GET THE STEERING LINKAGE AND CONTROL ARMS TO MOVE IN A PARALLEL ARC BY ADJUSTING THE RACK BUSHINGS, WELL WE'LL JUST PICK UP A BUMP STEER KIT FOR THE OUTER TIE ROD END. THAT WAY WE CAN CHANGE THE HEIGHT OF THE PIVOT POINT OF THE TIE ROD AND GET OUR PICK UP TRUCK TO HANDLE AS PREDICTABLY AS POSSIBLE.

(KEVIN)>> THERE IT IS. HEY, WELCOME BACK TO TRUCKS. WELL NOW WITH THE FRONT SUSPENSION DONE, WE CAN LOWER THE ENGINE AND TRANSMISSION INTO OUR RELOCATED MOUNTS AND GET THIS THING A LITTLE CLOSER TO A MORE COMPLETE ROLLING CHASSIS.

(RYAN)>> NOW OUR FRONT SUSPENSION IS NEARLY COMPLETE, BUT WE'VE STILL GOT TO PICK OUT A FRONT SWAY BAR AND COIL OVERS FOR ALL FOUR CORNERS. NOW LIKE WE TOLD YOU EARLIER, SUSPENSION DESIGN AND GEOMETRY IS A VERY COMPLEX SUBJECT CAUSE THERE'S SO MANY THINGS TO CONSIDER. STEERING AXIS INCLINATION, CAMBER GAIN, CASTOR TRAIL, BUMP STEER, ROLL CENTER, SCRUB RADIUS, AND ACKERMAN ANGLE, JUST TO NAME A FEW. SO NEEDLESS TO SAY, IT'S COMPLEX AND IT'S NICE TO HAVE AN EXPERT KINDA CHECK YOUR WORK WHEN YOU'RE DOING SOMETHING LIKE THIS. AND THAT GUY FOR US WAS JACK HIDLEY AT MAXIMUM MOTORSPORTS. HE'S BEEN IMMENSELY HELPFUL AT MAKING SURE THAT THIS IS DONE CORRECTLY. SO WHETHER YOU'RE DOING SOMETHING LIKE THIS, OR REBUILDING YOUR FIRST ENGINE, OR LAYING DOWN YOUR VERY FIRST PAINT JOB, IT'S ALWAYS NICE TO HAVE AN EXPERT IN THE FIELD KINDA HELP YOU THROUGH THE PROCESS. NOW SPEAKING OF ACKERMAN ANGLE, THAT'S THE REASON WHY WE HAD TO REDESIGN OUR ORIGINAL FRONT SUSPENSION SETUP. THERE JUST WASN'T ENOUGH ACKERMAN ANGLE BUILT INTO THE STEERING, BUT WE'VE GOT THAT ALL TAKEN CARE OF NOW. AND IF YOU'RE NOT FAMILIAR WITH THE TERM ACKERMAN ANGLE, HERE'S WHAT IT IS. NOW IF YOU DREW AN IMAGINARY LINE PERPENDICULAR TO EACH FRONT WHEEL WHILE IT'S TURNING AND THEY INTERSECTED ON A LINE DRAWN STRAIGHT OUT FROM THE REAR AXLE CENTER LINE, YOU WOULD HAVE 100 PERCENT ACKERMAN, OR GEOMETRICALLY PERFECT ACKERMAN STEERING, MEANING THAT THE OUTSIDE TIRE IS GOING TO FOLLOW A LARGER ARC OR A LARGER CIRCLE THAN THE INSIDE TIRE ALLOWING THE VEHICLE TO PIVOT AROUND THE CORNER WITHOUT THESE TWO FRONT TIRES FIGHTING EACH OTHER. NOW IF THE STEERING TIRES WERE PARALLEL AND THEY FOLLOWED THE SAME LARGE ARC, WELL THEY'D BE FIGHTING EACH OTHER FOR TRACTION AS YOU WENT THROUGH THE CORNER CAUSING TIRE SCRUB AND OTHER UNWANTED HANDLING CHARACTERISTICS. NOW THAT WE KNOW THAT, WELL THERE'S TWO DIFFERENT SCHOOLS OF THOUGHT ON HOW MUCH ACKERMAN ANGLE YOU NEED BUILT INTO THE STEERING OF A RACE CAR DUE TO THE OUTSIDE TIRE HANDLING THE VAST MAJORITY OF THE CORNERING LOAD AND THE INSIDE TIRE KINDA BEING ALONG FOR THE RIDE. BUT WE'RE NOT BUILDING A RACE CAR. WE'RE BUILDING A FAST STREET TRUCK THAT WE CAN TAKE TO THE TRACK. AND MAKING SURE WE HAVE THE APPROPRIATE AMOUNT OF ACKERMAN ANGLE BUILT INTO OUR STEERING WILL INSURE THAT OUR TRUCK HANDLES GREAT ON THE STREET AND AT THE TRACK.

(KEVIN)>> NOW THE FRONT SUSPENSION SYSTEM IS A MIXTURE OF AFTERMARKET AND ORIGINAL EQUIPMENT COMPONENTS, LIKE THESE FRONT SEAL BEARING HUBS THAT ARE SPECED FOR AN SN '95 MUSTANG. NOW THEY'RE EASY TO REPLACE AND INEXPENSIVE, AND ALSO SUPPORT AFTERMARKET BRAKE UPGRADES LIKE THESE BREMBO 13 INCH ROTORS WITH FOUR PISTON CALIPERS THAT WE GOT OUT OF THE FORD RACING CATALOG. BECAUSE AT THE END OF EVERY STRAIGHT AWAY IS A CURVE OR RETAINING WALL THAT WE FRANKLY DO NOT WANT TO COME INTO CONTACT WITH. AND THE LAST PIECE OF THE DRIVETRAIN PUZZLE IS THE DRIVE SHAFT.

NOW A GREAT WAY TO REDUCE WEIGHT AND PARASITIC DRAG AT THE SAME TIME IS WITH AN ALUMINUM DRIVE SHAFT. SO WE CALLED DENNY'S DRIVE SHAFT SERVICE AND HAD THEM MAKE US UP THIS ONE. IT'S HIS 1350 SERIES HIGH SPEED BALANCED FOUR INCH ALUMINUM SHAFT AND FEATURES SPICER 1350 SERIES UJOINTS AND THIS FORGED SPICER SLIP YOKE. NOW WE TOLD DENNY WE WERE GONNA BE PUSHING ABOUT 600 HORSEPOWER OUT OF THE BACK OF THIS TRANSMISSION, AND WE NEEDED A SHAFT THAT WOULD HANDLE IT. WELL HE BUILT US ONE THAT WOULD TAKE DOUBLE THAT PUNISHMENT. SO IT DOESN'T MATTER WHAT YOU'RE BUILDING OR WHAT YOU'RE BUILDING IT FOR, GO TO DENNY'S DRIVE SHAFTS WEBSITE. HE'S GOT ALL THE FORMS AND ALL THE INFORMATION THAT YOU NEED TO SUBMIT AN ORDER FOR A DRIVE SHAFT THAT CAN HANDLE ANYTHING YOU CAN THROW AT IT.

(KEVIN)>> HEY, WELCOME BACK. WELL YOU GUYS KNEW THAT WE HAD A RICK'S FUEL CELL THAT WE WERE GONNA PUT BEHIND THE REAR AXLE. WE DIDN'T KNOW EXACTLY WHERE UNTIL WE MOUNTED THE IRS CRADLE. NOW THAT THAT'S DONE, RYAN HAS DONE A NICE JOB OF INSTALLING SOME CAPTURED NUTS ON THE INSIDE OF THE FRAME RAIL SO WE'VE GOT A WAY TO LOCK IT DOWN. NOW RICK'S ALSO SENT US SOME 90 DEGREE ANGLE BRACKETS THAT WE'VE TIG WELDED TO THE SIDES OF THE FUEL TANK. THAT WAY WE CAN LOCATE THIS THING EXACTLY WHERE WE WANT IT. NOW WE ALSO TOLD THE TEAM AT RICKS THAT WE WANTED THE FILLER NECK CENTERED IN THE GAS TANK. THAT WAY WE COULD ROUTE IT UP THROUGH THE BED FLOOR AND USE A FLUSH MOUNTED FILLER CAP.

WE'RE ALSO GONNA TAKE ADVANTAGE OF THE VACANT REAL ESTATE IN FRONT OF THE IRS CRADLE BY MOUNTING OUR BATTERY AND OUR COOLANT RESERVOIR FOR THE SUPERCHARGER BACK HERE. NOW BATTERY, TYPICAL HOT ROD STUFF, WE GET IT OUT FROM UNDER THE ENGINE COMPARTMENT AND CLOSER TO THE REAR AXLE TO HELP WITH WEIGHT DISTRIBUTION. THE COOLANT RESERVOIR'S GONNA HELP US IN A COUPLE OF DIFFERENT WAYS. NUMBER ONE, IT'S GONNA BE A LARGER CAPACITY THAN THE FACTORY UNIT, AND WITH THE DISTANCE BETWEEN THE TANK AND THE SUPERCHARGER, WE GET BETTER HEAT DISSIPATION, BETTER COOLING, COOLER RUNNING TEMPERATURES, MORE POWER. WE MADE SOME CALCULATIONS TO SHOW YOU GUYS WHAT KIND OF DIFFERENCE YOU CAN MAKE JUST BY REARRANGING SOME OF THESE COMPONENTS. THE FUEL TANK ITSELF WEIGHS 54 POUNDS. 16 GALLONS OF FUEL AT SIX POUNDS PER GALLON WEIGHS AN EXTRA 96 POUNDS. THIS GIVES US AN EXTRA 150 POUNDS BEHIND THE REAR AXLE. NOW OUR BATTERY'S GONNA WEIGH 45 POUNDS. OUR COOLANT RESERVOIR IS ABOUT 20 POUNDS AND WE PICKED UP AN EXTRA 100 POUNDS JUST WITH THE IRS CRADLE. THAT GIVES US A REDISTRIBUTED 315 POUNDS OVER AND BEHIND THE REAR AXLE. NOW YOU COMBINE THAT WITH WHAT RYAN'S DOING WITH THE FRONT END, LOWERING THE ROLL CENTER, STRETCHING THE WHEEL BASE. WELL THAT'S GETTING US CLOSER AND CLOSER TO THAT 50/50 WEIGHT DISTRIBUTION WE'RE DREAMING ABOUT. NOW WE WANT TO CREATE SOME PROTECTION FOR THE FUEL TANK JUST IN CASE SOMEBODY RUNS INTO THE BACK OF THIS TRUCK ON THE STREET OR IN CASE SOME TIME ON THE TRACK IT SWAPS ENDS AND HEADS FOR A BARRIER. SO WE'RE GONNA BUILD A PROTECTIVE CAGE AROUND THE FUEL CELL.

(RYAN)>> NOW THIS PROTECTIVE HOOP IS JUST INCH AND THREE QUARTER 120 WALL DOM THAT WE BENT UP USING OUR JD SQUARED BENDER. NOW WE DESIGNED IT TO SIT REARWARD OF THE TANK AND LOWER THAN THE TANK. THAT WAY, LIKE KEVIN SAID, IT'LL PROTECT THE BACK AND THE BOTTOM. AFTER ALL, WE DON'T WANT TO SCAR UP ALL THE NICE STAINLESS STEEL. THE TRUCK IS GONNA SIT PRETTY LOW. AND AFTER MOCKING THINGS UP ON THE FRAME RAIL, WE CUT IT LOOSE SO WE COULD DO THE FINAL WELDING ON THE FLOOR. THEN AFTER CLEANING UP THE FRAME RAILS FOR A GOOD CLEAN WELD, WE TACKED IT IN PLACE AGAIN.

THEN WE REMOVED THE FUEL TANK SO WE COULD GET THIS LITTLE PROJECT FINISHED UP.

WATCH YOUR FINGERS!

(KEVIN)>> PERFECT!

(RYAN)>> A LAKEWOOD DRIVE SHAFT SAFETY LOOP IS ANOTHER PART WE'RE EVENTUALLY GONNA BE INSTALLING. AND IF YOU'RE DOING SOME RACING, WELL IT MAY EVEN BE REQUIRED BY THE SANCTIONING BODY. IT'S A UNIVERSAL FIT, WILL FIT A VARIETY OF DIFFERENT CROSS MEMBERS OR FRAME RAILS, AND WITH IT BEING MADE OUT OF THICK QUARTER INCH STEEL, WELL IT'S MORE THAN CAPABLE OF CONTAINING THE DRIVE SHAFT IN THE UNLIKELY EVENT OF A UJOINT OR DRIVE SHAFT FAILURE. THE LAST THING YOU WANT IS SOME FIVE FOOT DRIVE SHAFT FINDING ITS WAY UP THROUGH THE FLOOR BOARD UNEXPECTEDLY.

(RYAN)>> HEY GUYS, WELCOME BACK TO THE SHOP. WELL PROJECT ROLLING THUNDER IS COMING ALONG NICELY. WE GOT OUR COMPLETE DRIVETRAIN INSTALLED, AND THE BODY IS BACK ON THE FRAME WHERE IT BELONGS. AND THIS TRUCK'S SITTING AT RIDE HEIGHT TOO. AND I'VE GOT TO TELL YOU, I THINK IT LOOKS DOWN RIGHT AGGRESSIVE. WE'RE BOTH REALLY HAPPY WITH THE WAY THIS THING IS TURNING OUT. NOW THE PEGS YOU SEE HOLDING THE FRAME UP AT RIDE HEIGHT ARE GONNA GO AWAY AS SOON AS WE CAN GET OUR HANDS ON SOME COIL OVERS. FOR NOW, WE'RE JUST HAPPY THAT THE SUSPENSION IS BASICALLY DONE. FROM THIS ANGLE, IT LOOKS PRETTY GOOD, BUT FROM THIS ANGLE IT'S PRETTY CLEAR WE'D HAVE A MAJOR TIRE RUB IF WE DON'T DO SOMETHING ABOUT THIS FENDER. NOW I GUESS WE COULD COME IN HERE AND MAKE A RELIEF CUT AND BRING THIS ARCH MORE TOWARDS THE FRONT. WE'VE GOT ANOTHER PROBLEM AS WELL AND IT'S THIS HALF ACRE OF REAL ESTATE IN BETWEEN THE TIRE AND THE REAR OF THE FENDER. NOW THE REASON FOR THAT IS THAT WE MOVED THE FRONT AXLE CENTER LINE FORWARD FIVE INCHES FROM HERE TO HERE. NOW WE WERE ORIGINALLY GONNA GO FORWARD AN INCH AND A HALF AND NOT DO ANY BODY WORK BUT IF YOU REMEMBER, WE HAD TO BUILD THE FRONT SUSPENSION AROUND A SUITABLE STEERING RACK LOCATION. BUT THERE'S ANOTHER BENEFIT TO THAT. NOW WE'VE GOT 90 PERCENT OF THE ENGINE AND ALL ITS WEIGHT BEHIND THE FRONT AXLE CENTER LINE HELPING US WITH THE WEIGHT BALANCE. AND NOW I GUESS IT'S UP TO KEVIN TO COME IN HERE AND WORK SOME METAL MAGIC AND TRY TO GET THIS STRAIGHTENED OUT. AND WHATEVER HE DOES, COMES UP WITH, I'M SURE IT'LL BE FUNCTIONAL AND LOOK GOOD. NOW IT'S NO SECRET THAT TURBOCHARGERS GET GOOD AND HOT, AND THE HARDWARE USED TO SECURE THEM TO THE MANIFOLD GOES THROUGH A TON OF THERMAL CYCLING. SO TO PREVENT THAT HARDWARE FROM LOOSENING UP OVER TIME, WE'RE GONNA USE STAGE EIGHT LOCKING FASTENERS TO HOLD OUR TURBO IN PLACE. FIRST THE GROOVE LOCK NUT GETS INSTALLED AND TIGHTENED DOWN ON THE MANIFOLD STUD. FOLLOW THAT WITH A RETAINER MAKING SURE IT'S INDEXED AND MAKING CONTACT WITH PART OF THE TURBO SO IT CAN'T BACK OFF. HOLD EVERYTHING IN PLACE WITH A SPRING CLIP. BUT THEY ALSO MAKE A VARIETY OF HARDWARE FOR DIFFERENT INDUSTRIES AND APPLICATIONS, LIKE THESE RAILROAD PARTS AND FASTENERS FOR HEAVY EQUIPMENT AND MANUFACTURING. HECK, STAGE EIGHT LOCKING FASTENERS ARE EVEN FOUND ON THE SPACE SHUTTLE, AND THEY PLAY A PART IN HELPING THE CREW HOME SAFE.

(KEVIN)>> NOW IF YOU'VE GOT A MANUALLY SHIFTED VEHICLE, ESPECIALLY A HIGH PERFORMANCE VEHICLE, YOU MAY WANT TO THINK ABOUT ROYAL PURPLE'S SYNCRO MAX FOR YOUR GEAR BOX. SYNCRO MAX IS FULLY SYNTHETIC WITH ADDITIVES THAT HELP REDUCE WEAR, FREE UP HORSEPOWER, AND KEEP YOUR TRANSMISSION TEMPS COOLER. BUT YOUR TRANSMISSION'S NOT THE ONLY COMPONENT IN YOUR VEHICLE WITH MOVING PARTS THAT NEED LUBRICATION. FOR YOUR DIFFERENTIAL CHECK OUT ROYAL PURPLE'S MAX GEAR. THIS IS A FULLY SYNTHETIC, NONCORROSIVE, AND RACE PROVEN FORMULA THAT ALSO CONTAINS THE LIMITED SLIP ADDITIVE. SO YOU DON'T NEED ANY ADDITIONAL PRODUCTS. SO WHATEVER YOU NEED FOR YOUR DRIVETRAIN, ROYAL PURPLE HAS GOT YOU COVERED. HEY THANKS FOR WATCHING TRUCKS, SEE YOU GUYS NEXT TIME!