Diesel Buggy Part 4 - Suspension, Steering

(ANNOUNCER)>> SOME CONSIDER A GORGEOUS TRUCK LIKE A BEAUTIFUL WOMAN, THE MORE CURVES SHE HAS THE SEXIER SHE IS. TODAY ON XTREME 4X4, NO 90'S ON OUR LATEST TRAIL RIG CAUSE SHE'S ALL CURVES. OUR GAL GETS TREATED TO CUSTOM STEERING AND A UNIQUE SUSPENSION BORROWED FROM ONE OF OUR SMALLER BUILDS.

(IAN)>> THERE IS NO QUESTION THAT WE'VE HAD A LOT OF PROJECTS COME THROUGH THE SHOP HERE AT XTREME, AND SOME OF THEM WE'VE PUT TOGETHER WITH A SPECIFIC END PURPOSE IN MIND, LIKE OUR SHORT COURSE DESERT RACING TRUCK, OR MAYBE OUR CLASSIC DUAL PURPOSE SCOUT THAT WAS DESIGNED TO WORK AS WELL IN THE WOODS AS IT WOULD ON THE STREET. AND WHO CAN FORGET OUR BIO ZUK PROJECT, A TRUCK THAT WE PUT TOGETHER TO MAKE A STATEMENT ABOUT GREEN WHEELING.

(CHRIS)>> THE EMAILS YOU SEND US PROVE THAT YOU'VE BEEN INSPIRED BY WHAT YOU'VE SEEN US TAKE OUT TO THE DIRT, LIKE OUR 800 HORSEPOWER MUD TRUCK, OR OUR TWO MOST AMBITIOUS VEHICLES TO DATE. OUR WAY OVER THE TOP TOXIC TRUGGY OR THE MONSTER TOW RIG SUBURBAN GORILLA, JUST BECAUSE WE COULD.

(IAN)>> AND THAT'S EXACTLY WHY WE'RE BUILDING OUR CURVY BUGGY. WE WANTED SOMETHING THAT WAS COMPLETELY DIFFERENT THAN ANYTHING ELSE YOU'VE SEE ON THE TRAIL. WE WANT A RIG THAT DOESN'T HAVE A COUPLE OF THINGS DIFFERENT THAN THE OTHER RIGS. WE WANT A BUGGY THAT'S 100 PERCENT DIFFERENT NO MATTER WHERE YOU LOOK. LIKE A COMPLETELY ROLLED TUBE CHASSIS WITH NO STRAIGHT TUBES ANYWHERE, A DIESEL ENGINE MOUNTED IN THE REAR, 54 INCH TALL TIRES, AND NARROWED ROCKWELL AXLES. AND SO FAR THIS BUGGY HAS DEFINITELY SURPASSED ALL OF OUR EXPECTATIONS. I KNOW THAT I HAVEN'T SEEN ANYTHING LIKE THIS ON THE TRAIL BEFORE.

(CHRIS)>> TODAY WE'RE GONNA DEAL WITH STEERING AND BUILD ONE OF A KIND SUSPENSION SET UP.

(IAN)>> AND THEN WE'LL TAKE CARE OF ALL THE ODDS AND ENDS THAT NEED TO BE DONE BEFORE OUR CHASSIS CAN GO OUT FOR POWDER COAT.

OUR STEERING RAM MOUNTS ARE GONNA BE BUILT OUT OF SOME QUARTER INCH PLATE THAT WE'LL CUT TO FOLLOW THE CONTOUR OF THE CENTER SECTION OF THE ROCKWELL.

ONCE WE HAVE IT LEVELED UP AND TACKED IN PLACE, WE'LL CHECK THE POSITION OF THE RAM, AND THEN BEND UP THE FRONT EDGE TO ACT AS A SKID. BY ONLY CUTTING PRETTY MUCH 99 PERCENT ACROSS THIS CUT AND LEAVING THE END IN PLACE I COULD SIMPLY BEND THIS OUTER LIP UP. THAT WAY I DON'T HAVE TO HOLD IT IN PLACE TO TACK IT LATER ON. IT JUST SAVES ONE STEP.

WHEN YOU'RE DEALING WITH AN INCREDIBLY LARGE TIRE LIKE WE ARE ON THIS PROJECT, 54 INCHES TALL, AND A ROCKWELL AXLE, THERE'S A COUPLE OF VARIABLES THAT COME INTO PLAY WHEN YOU'RE CHOOSING YOUR STEERING SYSTEM. SEE THE 54 INCH TALL TIRE HAS SUCH A WIDE CONTACT PATCH, IT TAKES A LOT OF PRESSURE TO TURN THAT TIRE. BUT MORE IMPORTANTLY, THE ROCKWELL AXLE HAS A LITTLE STEEPER TURNING RADIUS THAN A STANDARD DANA SERIES AXLE. THIS CAN GO UP TO 45 DEGREES, MEANING THE STROKE OF THE RAM NEEDS TO BE LONGER THAT WHAT YOU WOULD NORMALLY FIND ON A ONE TON TRUCK. NOW WE GOT OUR COMPLETE BALANCE SYSTEM ALL FROM PSC STEERING, AND IT COMES WITH THIS ROCKWELL SPECIFIC RAM. IT'S A DOUBLE ENDED RAM TO HANDLE THAT EXTRA POWER IT NEEDS TO TURN THOSE TIRES, AND IT'S OVERSIZED TO PROVIDE MORE PRESSURE AT THE SAME TIME. NOW IT'S A LONGER STROKE, IT'S ALMOST NINE AND A HALF INCHES WORTH OF TRAVEL TO TAKE ADVANTAGE OF THAT EXTRA STEERING ADVANTAGE YOU HAVE WITH THIS SERIES OF AXLES. NOW WHAT COMES INTO PLAY AND MOST IMPORTANT PART HERE IS GONNA BE THE PUMP. NOW THIS IS PSC'S NEW DOUBLE THROW DOWN PUMP. NOW NOT ONLY IS IT A HIGH PRESSURE PUMP, IT'S ALSO A HIGH VOLUME PUMP. BY COMBINING THE TWO TOGETHER, WE HAVE THE PRESSURE THAT WE NEED TO TURN THE TIRES, BUT ALSO VOLUME WE NEED TO FILL THIS OVERSIZED CYLINDER TO COMPENSATE FOR THE SIZE OF THAT RUBBER. NOW ALL WE HAVE TO DO IS DUPLICATE THIS SAME SETUP ON OUR REAR AXLE. HAVING REAR STEER ON A DEDICATED ROCK BUGGY LIKE THIS MAKES LIFE A LOT EASIER WHEN YOU'RE OUT WHEELING. YOU CAN CHANGE THE LOCATION OF THE REAR AXLE WHEN CRAWLING THROUGH ROCK GARDENS, AND HEAVY DUTY HILL CLIMBS YOU CAN DO ALL THE STEERING WITH JUST THE BACK END. THERE ARE TWO SEPARATE CONTROLS FOR A FOUR WHEEL STEER RIG. YOU'RE GONNA HAVE AN ORBITAL VALVE THAT WILL MOUNT UP INSIDE THE PASSENGER COMPARTMENT THAT CONNECTS TO THE STEERING WHEEL, AND YOU HAVE A REAR STEER JOY STICK THAT YOU NEED TO MOUNT IN BETWEEN THE TWO SEATS OR SOMEWHERE WHERE IT'S EASY TO CONTROL THE DIRECTION OF THE REAR TIRES. NOW THE KIT THAT YOU GET WILL COME WITH A MOUNTING PLATE FOR THE ORBITAL, BUT FOR THE REAR STEER JOYSTICK YOU'RE ON YOUR OWN.

THE KIT ALSO INCLUDES ALL THE STEERING LINES WITH DO IT YOURSELF FITTINGS. NOW THE NICE THING ABOUT THIS SETUP IS THEY'RE EASY TO REPAIR ON THE TRAIL, AND EASY TO ASSEMBLE IN THE SHOP. WE'LL SIMPLY MOUNT THEM UP TO THE CYLINDERS AND ZIP TIE THEM IN PLACE TO MAKE SURE THEY'RE ALL THE CORRECT LENGTH.

(ANNOUNCER)>> FROM STEERING TO SUSPENSION, FIND OUT WHAT SETUP THE GUYS CHOSE TO HANG 54'S ON THE TWO AND A HALF TON AXLES, STAY TUNED!

(IAN)>> TODAY ON XTREME WE'RE MAKING SOME HEADWAY ON OUR CURVY BUGGY. NOW BEFORE WE START TO BUILD A ONE OF A KIND SUSPENSION SYSTEM, WE NEED TO SET THE RIG UP ON SOME JACK STANDS AT FULL COMPRESSION. YOU'VE SEEN US BUILD ALL DIFFERENT TYPES OF SUSPENSION HERE AT XTREME 4X4, BUT THERE'S ALWAYS BEEN ONE CONSTANT, AND THAT'S THE MOUNTING LOCATION OF THE COIL OVER SHOCK. YOU CAN SEE ON THIS LITTLE REMOTE CONTROL ROCK CRAWLER, IT'S SET UP VERY SIMILAR TO HOW WE'VE DONE THINGS IN THE PAST. ONE END OF THE COIL OVER IS MOUNTED TO THE CHASSIS AND THE OTHER END IS MOUNTED DOWN ONTO THE AXLE OR THE LOWER LINK MOUNT. NOW WHAT THAT MEANS IS AS THE SUSPENSION MOVES THROUGH ITS TRAVEL, THE COIL OVER IS COMPRESSED, THE SPRING ACTS AS THE SPRING, AND THE SHOCK ACTS AS A DAMPENER. WHAT WE PLANNED TO DO ON OUR CURVY BUGGY IS SOMETHING COMPLETELY DIFFERENT. WE'RE BASICALLY GONNA COPY THE DESIGN THAT WE HAVE ON THIS REMOTE CONTROL ROCK CRAWLER. YOU CAN SEE THAT THE SHOCK IS MOUNTED LONGITUDINALLY IN THE CHASSIS, AND IT'S ATTACHED TO WHAT'S CALLED A CANTILEVER OR CAM LEVERED ARM. ON THE OTHER END OF THAT ARM IS A ROD THAT TRAVELS DOWN AND ATTACHES TO THE SUSPENSION, AND AS IT'S CYCLED IT COMPRESSES THE SHOCK BY PIVOTING ON A PIVOT POINT. NOW THERE'S A COUPLE OF BENEFITS TO THIS TYPE OF SETUP. ONE, YOU GET TO CHANGE THE LOCATION OF YOUR SHOCKS. YOU CAN MOVE THEM IN BOARD TO GET THEM OUT OF THE WAY OF TRAIL OBSTACLES. BUT MORE IMPORTANTLY YOU CAN CHANGE THE TRAVEL OF THOSE SHOCKS. YOU CAN SEE ON THIS SETUP HERE, THE DISTANCE BETWEEN THE PIVOT POINT AND THE SHOCK MOUNT AND THE SAME PIVOT POINT AND THE ROD ATTACHMENT POINT IS VERY DIFFERENT. IT'S ALMOST A TWO TO ONE RATIO. THAT MEANS FOR EVERY ONE INCH OF SUSPENSION MOVEMENT, THE SHOCK ONLY MOVES HALF AN INCH. THAT MEANS YOU CAN GET A LOT MORE TRAVEL OUT OF A SHORTER SHOCK, BUT WE'RE DOING IT BECAUSE IT LOOKS DAMN COOL. WE'RE BUILDING THE CANTILEVER JOINT USING SPARE TIRE SWING AWAY KITS FROM DIY FOUR BY. THESE INCLUDE A STEEL SPINDLE, BEARINGS, RACES, AND THE SLEEVE THAT WILL IN ESSENCE BECOME OUR HINGE. THE CANTILEVER JOINT WE'RE GOING TO CUT OUT OF SOME THREESIXTEENTHS INCH PLATE. WE'RE GONNA BUILD IT WITH A TWO TO ONE RATIO IN THE BRACKET. THAT MEANS A 12 INCH SHOCK WILL HAVE 24 INCHES OF TRAVEL.

THE CONNECTING ARMS FOR THE SUSPENSION WILL BE MADE FROM SOME DOM TUBING AND SOME THREE QUARTER INCH HEIMS AND TUBING ADAPTERS FROM ROUGH STUFF SPECIALTIES.

(CHRIS)>> I DON'T KNOW IF THIS IS GONNA WORK DUDE.

(IAN)>> IT LOOKS LONG MAN, IT LOOKS KINDA GOOFY. WHAT IF WE JUST CHOPPED IT DOWN AND BROUGHT THAT MOUNT UP OFF THE TOP OF THIS. THAT WAY THAT ROD'S ONLY THAT LONG.

(CHRIS)>> YEAH, THAT'D LOOK A LOT CLEANER.

(IAN)>> MAYBE A NICE BIG SWOOPING BRACKET COMES UP TO KINDA MATCH THIS, MOUNT THAT HEIM SIDEWAYS FOR A PIVOT. YEAH, I THINK THAT'D LOOK CLEAN.

(CHRIS)>> ALRIGHT, NO BIG DEAL. I'LL JUST TACK THEM SO I CAN SHORTEN THEM UP.

(IAN)>> THIS IS EXACTLY WHY EVERYTHING JUST GETS TACKED TOGETHER ON THE FRONT END. THERE'S ALWAYS GONNA BE CHANGES WHEN YOU'RE BUILDING A 100 PERCENT CUSTOM ROCK BUGGY. NOW WITH EVERYTHING IN PLACE, YOU CAN REALLY START TO UNDERSTAND HOW THIS CANTILEVER SUSPENSION SYSTEM IS GOING TO WORK. YOU SEE THE SHOCK WILL BE MOUNTED RIGHT UP HERE BASICALLY ON THE FRONT OF THE BUGGY. AND THEN AS THE AXLE MOVES UP AND DOWN, THIS TWO TO ONE ARM ASSEMBLY THAT WE BUILT WILL TRAVEL UP AND DOWN WITH IT AND TAKE ALL THE MOVEMENT OF THE AXLE AND TRANSFER IT INTO THIS SHOCK. BY HAVING THE SHOCK MOUNTED UP HERE NOT ONLY DO WE GET TO RUN A SMALLER SHOCK, BUT MORE IMPORTANTLY FOR THIS BUGGY IS IT'S GONNA LOOK REALLY REALLY COOL. NOW YOU MIGHT BE QUESTIONING WHY THIS LOOKS A LITTLE BIT DIFFERENT THAN THE REMOTE CONTROL CRAWLER THAT WE LOOKED AT EARLIER. IT WAS MORE OF A SIDEWAYS MOVEMENT AND THAT'S BECAUSE THE ROD WAS TRAVELING ALL THE WAY OUT TO THE VERY EDGE OF THAT SUSPENSION SETUP BECAUSE IT WAS INDEPENDENT SUSPENSION. THIS IS A SOLID AXLE. IT TENDS TO MOVE MORE IN A VERTICAL PLANE. SO IT JUST WORKS BETTER FOR US TO HAVE OUR ARM BUILT WITH THAT PLANE IN MIND. NOW BEFORE WE WELD ANYTHING IN ON THIS FINAL SETUP, WE'RE GONNA GO AHEAD AND MOUNT IT UP AND CYCLE THE SUSPENSION. WHOA, OKAY, JACK IT UP.

(ANNOUNCER)>> MORE FAB TIPS AHEAD INCLUDING BRAKE PEDALS, FINAL WELDING. PLUS LOCKING A ROCKWELL DIFF WHEN XTREME 4X4 CONTINUES!

(IAN)>> TODAY WE'RE NOT ONLY TAKING CARE OF THE GLAMOROUS JOBS ON OUR CURVY BUGGY, LIKE BUILDING A CUSTOM SUSPENSION. WE ALSO NEED TO TAKE CARE OF A WHOLE BUNCH OF MUNDANE THINGS LIKE JUST BRACKETS AND TABS THAT WE WANT TO MAKE SURE WE HAVE ON THAT RIG BEFORE WE TEAR IT DOWN AND SEND IT OUT FOR POWDER COAT. THERE'S NOTHING WORSE THAN GETTING YOUR CHASSIS BACK AND IT LOOKS PERFECT. YOU TAKE A CLOSER LOOK AT IT AND REALIZE YOU FORGOT TO ADD A BRACKET TO MOUNT SOMETHING, WELL LIKE YOUR BRAKE PEDALS. NOW OUR BRAKE PEDAL ASSEMBLY IS A PERFECT SPLIT SYSTEM. IT'S TWO BRAKE PEDALS AND TWO MASTER CYLINDERS THAT WE GOT FROM SUMMIT RACING. NOW HAVING THIS SPLIT SYSTEM, WE DO IT MAINLY FOR SAFETY. WE'LL HAVE A DEDICATED BRAKE PEDAL AND MASTER CYLINDER FOR THE FRONT AS WELL AS THE REAR. THAT WAY IF WE'RE OUT ON THE TRAIL AND A TREE LIMB POPS UP, RIPS A BRAKE LINE OFF AND WE LOSE ALL THE FLUID TO ONE SET OF WHEELS, WE'LL HAVE EXCELLENT BRAKES TO THE OTHER ONE BECAUSE IT'S A STAND ALONE SYSTEM. ALL WE HAVE TO DO NOW IS FIGURE OUT WHERE TO MOUNT THEM. THE BEST WAY TO DETERMINE THE LOCATION OF THE BRAKE PEDAL IS TO ACTUALLY SIT IN THE DRIVER'S SEAT. FIND A COMFORTABLE SPOT FOR YOUR FOOT, AND BE SURE THAT YOU CAN EASILY DEPRESS THE PEDAL THE ENTIRE STROKE OF THE MASTER CYLINDER. THEN ALL YOU HAVE TO DO IS BUILD A SMALL BRACKET AND MOUNT THE PEDALS AND THE MASTERS.

(CHRIS)>> WELL, THAT'S ALL SHE WROTE FOR THE FAB WORK ON THIS BEAST. NOW IT'S TIME TO STRIP HER DOWN AND GET HER READY FOR POWDER COAT.

(IAN)>> NOW THIS IS A VERY IMPORTANT STEP IN THIS PROCESS. WHETHER YOU'RE GONNA HAVE YOUR CHASSIS PROFESSIONALLY POWDER COATED, PAINTED PROFESSIONALLY, OR EVEN IF YOU'RE JUST GONNA SPRAY IT WITH A RATTLE CAN, IT'S A GOOD IDEA TO STRIP IT DOWN COMPLETELY TO GET IN THERE AND DO ALL THE FINISH WELDING THAT YOU NEED TO DO. SEE EVERYTHING ON THIS BUGGY RIGHT NOW, IT'S ALMOST 90 PERCENT WELDED. SOME OF IT'S JUST TACKED IN PLACE, BUT YOU CAN'T GET TO THOSE HARD TO REACH PLACES WITHOUT TURNING THE CHASSIS ONTO ITS SIDE AND ONTO ITS ROOF TO GET GOOD PENETRATION INTO THOSE JOINTS. SO BY STRIPPING IT DOWN WE'RE GONNA BE ABLE TO DO THAT. WE'LL ALSO BE ABLE TO GO IN AND FINISH UP SOME ODDS AND ENDS. LIKE WE'RE DEFINITELY GOING TO ADD A GUSSET TO THIS BRAKE PEDAL BRACKET RIGHT HERE. MAYBE SOME GUSSETS TO FINISH MOUNTING UP THIS FUEL CELL MOUNT. ONCE THAT'S ALL DONE AND IT'S COMPLETELY FINISH WELDED AND WE'VE CHECKED IT FRONT TO BACK, WE'LL SEND IT OUT, GET IT COATED.

JUST LIKE THE CHASSIS, IF YOU'VE GOT AN AXLE THAT YOU'VE DONE A BUNCH OF CUSTOM FAB WORK TO, THE BEST WAY TO FINISH IT OUT IS TO GET IT OFF THE RIG AND ONTO THE FLOOR. THAT WAY YOU CAN FLIP IT UPSIDE DOWN, GET UNDERNEATH IT TO DO ANY WELDING, AND YOU WON'T BE WELDING UP OVER YOUR HEAD. NOW ON THIS PARTICULAR AXLE HERE WE HAVE ONE PROBLEM SPOT THAT WE NEED TO DEAL WITH. IF YOU REMEMBERED, WE SHORTENED THIS LONG SIDE AXLE AND HAVE A JOINT RIGHT HERE. NOW WE PLANNED THAT JOINT BECAUSE WE KNEW WE'D BE GUSSETING IT WITH THE RAM BRACKET THAT WE WELD ON LATER. BUT TO MAKE SURE IT STAYS GOOD AND STRONG WE'RE GONNA ADD SOME ADDITIONAL BRACES BOTH FRONT AND REAR.

(ANNOUNCER)>> THEY'RE BULLETPROOF BUT WE CAN MAKE THEM BETTER. AIR LOCKING A TWO AND A HALF TON ROCKWELL, STAY TUNED!

(CHRIS)>> HEY GUYS, AS WE PUT THE FINISHING TOUCHES ON OUR CURVY CHASSIS, REMEMBER, FOR DETAILS ON ANY OF THE PRODUCTS USED IN THIS EPISODE JUST GO TO POWERBLOCK TV DOT COM.

(IAN)>> WITH ALL THE FAB WORK DONE, THE LAST THING WE'LL DO TODAY IS TURN OUR ATTENTION TOWARDS THE INTERNALS OF OUR ROCKWELL AXLES. NOW BOTH FRONT AND REAR WE'RE GONNA BE INSTALLING ARB'S NEW ROCKWELL SPECIFIC AIR LOCKER. NOW IT'S A DIRECT FACTORY REPLACEMENT FOR THE INTERNAL SPIDERS, AND IT WORKS JUST LIKE ALL ARB AIR LOCKERS GIVING US TRUE 100 PERCENT TRACTION TO BOTH WHEELS WHEN APPLIED, BUT WHEN RELEASED WILL HAVE THAT GREAT DIFFERENTIAL ACTION THAT ALLOWS THE WHEELS TO TURN INDEPENDENTLY OF EACH OTHER. NOW YOU SEE US TALK A LOT ABOUT ARB AIR LOCKERS WHEN WE'RE BUILDING A RIG THAT'S GOING TO BE DRIVEN ON THE STREET, BUT IT ALSO HAS BENEFITS WHEN WE'RE ON THE TRAIL. YOU SEE WE CAN DO FRONT DIGS WITH OUR BUGGY, AND THAT'S GONNA BENEFIT IT A LOT BECAUSE IT IS BIG. WE'RE GONNA BE ABLE TO ENGAGE POWER JUST FOR THE FRONT AXLE AND BECAUSE WE HAVE THAT SPLIT BRAKING SYSTEM, WE'LL BE ABLE TO LOCK UP THE REAR AXLE. WE'LL THEN BE ABLE TO TURN THE BUGGY BY JUST DRAGGING THE FRONT WHEELS ON THE TRAIL. NOW WHAT'S GONNA MAKE THAT EASIER, BELIEVE IT OR NOT, IS THE AIR LOCKER THAT WE'RE GONNA INSTALL IN THE REAR AXLE. BECAUSE THAT DIFFERENTIAL WILL ACTUALLY BE OPEN, WE CAN LOCK JUST ONE TIRE AND ALLOW THE OTHER TIRE TO TURN FREELY. IF YOU TRY TO DRAG BOTH TIRES IN A FRONT DIG, IT KINDA LIMITS TO HOW TIGHT YOU CAN TURN. BUT IF YOU CAN UNLOCK THE REAR AXLE AND DO A FRONT DIG, YOU CAN TURN A BUGGY ON ITSELF. WITH THE BEARING CAPS MARKED, WE'LL REMOVE THE DIFFERENTIAL ASSEMBLY AND BULL GEAR, AND SPLIT IT TO EXPOSE THE SPIDER GEARS INSIDE. THE ARB AIR LOCKER WILL REPLACE THIS ENTIRE SETUP AND BOLT ON EITHER SIDE OF THE BULL GEAR. THE AIR DELIVERY SLEEVE ORINGS ARE LUBED AND INSTALLED ONTO THE LOCKER, AND THE SIDE BEARINGS ARE PRESSED INTO PLACE.

THE REDUCTION HOUSING GETS DRILLED AND TAPPED FOR THE BULKHEAD FITTING, AND THE BULL GEAR NUTS ARE SAFETY WIRED IN PLACE. THEN THE ENTIRE ASSEMBLY IS REINSTALLED INTO THE REDUCTION HOUSING. SAFETY WIRING TWO BOLTS TOGETHER IS STILL A VERY POPULAR WAY OF LOCKING THOSE FASTENERS TO KEEP THEM FROM LOOSENING UP. THE DOWNFALL IS IS IT'S VERY LABOR INTENSIVE. AND THAT IS WHY YOU NORMALLY ONLY SEE IT USED IN MILITARY AND RACING APPLICATIONS. AND THERE'S ALSO A VERY SPECIFIC PROCEDURE TO MAKE SURE THAT IT WORKS. YOU SEE YOU NEED TO THINK ABOUT HOW THE BOLT IS GOING TO LOOSEN OFF. THESE BOLTS WILL LOOSEN BY TURNING COUNTER CLOCKWISE. THAT MEANS THAT THE WIRE NEEDS TO COME FROM ONE SIDE OF THE BOLT DOWN TO THE OPPOSITE SIDE SO IF IT TRIES TO LOOSEN, IT'S ACTUALLY TRYING TO STRETCH THE WIRE. IF YOU SAFETY WIRED THESE BOLTS BACKWARDS, WHEN THE BOLT TRIED TO LOOSEN OFF ALL THAT WOULD HAPPEN IS THE SAFETY WIRE WOULD JUST BECOME LOOSER AND IT WOULD NOT LOCK THAT FASTENER IN PLACE, AND THE SAFETY WIRE WOULD BE THERE JUST ALONG FOR THE RIDE. THAT'S WHY IT'S IMPORTANT TO FOLLOW THE CORRECT PROCEDURE.

(CHRIS)>> WELL WE'VE PROBABLY GOT ABOUT EIGHT HOURS LEFT OF WELDING ON THIS CHASSIS, AND NEXT TIME YOU SEE IT IT'LL BE FINISHED OFF WITH A CUSTOM POWDER COATING.

(IAN)>> AND THEN TO ADD A CHERRY TO THAT SUNDAY, WE'RE GONNA TAKE OUR DURAMAX AND DO A COMPLETE ENGINE REBUILD FROM THE CRANK SHAFT OUT, PROBABLY LANDING AROUND 1,000 HORSEPOWER. THIS THING'S GONNA PULL WHEELIES LIKE THIS, VROOOMM, THAT'S HEAVY!