cycar

Cy-Car TigerCat 3V2

Prototype construction

Chapter #17, Mile post #20 & 21

“It looks like an airplane inside, only smaller”

6-6-11

While the chassis in construction we began to think ahead to items that could be worked on without getting in the way of the fabrication crew. One thing came to mind at once, “The Instrument Panel”. Now to keep our definitions straight, the Instrument Panel is the housing (surround) that holds the instruments, switches, warning lights, ignition key and starter button. The “Dashboard” is the wall structure that covers the black magic wiring and other un-mentionable items under the hood. The Instrument panel mounts to the Dashboard, got it?

#17-1   We had to decide if we wanted to create a “Deluxe” type of Instrument panel with all the bells, horns and gadgets.  What we came to agree on was the need to be able to offer the full range of standard equipment and all of the possible options for customer selection.

The list of items to be offered as standard equipment with controls and instruments consists of:
1 Speedometer, gage
2 Oil pressure, gage
3 AMPS, gage
4 Ignition switch
5 Starter Button
6 Turn signal indicator light
7 Emergency flasher indicator light
8 High beam indicator light
9 Headlight switch (rocker or toggle switch)

The optional accessory items make up the balance of the total instrument and switch controlled package:
10 Driving/passing lights (rocker or toggle switch)
11 Interior/floor lights (rocker or toggle switch)
12 Under car and under foot step lights (rocker or toggle switch)
13 Trouble lights, front and rear (rocker or toggle switch)
14 Air pump system or open for any accessory (rocker or toggle switch)
15 Clock or temperature, battery powered
16 Tachometer gage
17 Fuel level gage

In each case we will offer rocker or toggle switches that are illuminated for night vision. The simple and least expensive or the rocker type, but many customers way wish to purchase the toggle type to keep the “Hot Rod” look alive.

The option package will be priced to allow the buying customer to custom fit only those items they wish to purchase. We have held to this concept thru out the design, from exhaust pipes and seats to now the instruments and systems for vehicle control. The automotive type of buyer will understand while the motorcycle type buyer will have a new challenge. Later in this series of articles we will allow the readers to create their own “Custom” TigerCat 3V2 by filling in an “Order Form’ (for fun) and see what their car would cost to buy. We hope this will also help us make some decisions about customer wants and must have’s.

Our proposed Deluxe Instrument panel face plate with all switches and gages in place.
Note … the toggle switch in the middle of the rocker switches, which do you like better?
Only the Cy-Car logo is missing from the face plate, but we have room.

The lay out of the Instrument Panel requires a tight fit between the gages and still allow easy access to switches and start up procedures. We have decided to mount all of these items in a “pod” arrangement with will be attached to the center of the Dash Board. This pod will be angled to face the driver allow for best view of all the gages. One thing we had to keep in mind was that we will be selling card in Europe and other export locations. The Instrument panel is designed to allow for both right and left hand steering applications with out making too many changes to the basic design.

#17-2   The wood mold form being glued together. Parts cut on a water jet CNC. A sample face plate nesting in the cavity of the surround

Nesting the electrical controls will also make wiring and assembly easier during production or home assembly. To this end we have been working with Painless Performance Products on the design of an 18 circuit wiring harness. This harness will be laid out to allow easy install and removal during repair using quick detach plugs and connectors. Much more will be discussed about the wiring later.

To house the Instrument Panel we have been working on a fiberglass mold to make a nesting and easy to manufacture surround part. The housing will be light and strong to hold the weight of the gages and switches without failing. The mold block for the fiberglass part is now in construction and should be ready in about 3 weeks.

#17-3   The face plate in the mold box ready for sanding and finishing.  For the “Show and Shine” trade show we will use the mold in the car for people who ask about the controls..

#17-4   The completed Instrament panel in almost the proper position.  It is now sitting on a cardboard box on top of the transmission “doghouse” cover.

Carl L. Myers

Cy-Car TigerCat 3V2

Prototype construction

Chapter #16, Mile post #19

“Pump, pump, pump and soon the rear end is up in the air”

6-2-11

Early on in the development decision process we had decided to have air suspension for the rear wheel and use a product we know well, so we selected a Monroe Products rolling block air shock. Martin and I were well acquainted with the Monroe air shock from our days at S&W Engineered Products which was the big name in Motorcycle suspension during the 80~90’s. Martin was the engineer who made came up with the damping codes which allow this automotive devise to be used on Motorcycle and allow me, the salesman, to sell them by the thousands. We know it would be reliable and last the life of the car.

#16-1   This whole car photo shows the Monroe Air Shock inside the rear tail structure.  Simple and adjustable, this air system will give a life time of relibable use.  The rear shock will have optional in cockpit controls and adjustability.

Because of the power of the air shock we were able to only use one shock and eliminate the cost and complexity of two coil-over damper shocks or even a lighter duty air shock. The chosen unit was made for mini-van application and should work well. To be sure we were right we first installed a single air shock which is popular in the current Motorcycle aftermarket. It was so weak that at full pressure it would not lift the tail more than one inch from full down bump.

The install was straight forward and simple. Used in the “Mono-Shock” mode we attached the shock to the swing arm box and the top chassis tube with support tubes added for good measure. The upper shock mounts we had installed for the light duty test were removed and replaced with a simpler and stronger attachment system.

The heavy duty Monroe attached to the chassis and swing arm box, simple. The air valve will face forward in production.
The shock is shown at the bottom of the stroke (no air).

Routing of the air service tube will run from the shock into the chassis top rail and exit the top rail just forward of the “Dashboard” to a Schrader vale and pneumatic pressure gage on the dashboard. This will allow for the owner/driver to service the system while standing beside the car and using Gas Station air supply. The gage will be mounted for easy view from outside or from the driver’s position in the car.

A good view of the “Support tubes”. In production this rear bulkhead may be simplified somewhat to lower weight while staying strong.

Future plans will be to have the buyer decide if they would like to have air shocks at all three wheels for complete adjustability while seated in the driver’s seat. This would also require an electrical air pumping package installed behind the dashboard. We will offer this accessory at a date to be decided. It will surly show up on one of our prototype cars in the near future. This system will comprise of three pressure gages, one for each shock, a selector pneumatic valve and pump operation control. This arrangement will allow us to eliminate the “Morgan Droop”. Now what is the Morgan Droop you may ask? Well, Martin our ENGLISH Engineer has told us stories of days driving behind a Morgan with only the driver in the car and how the Morgan “Tilted” to the right (right hand steering in England has the driver seated on the right side of the cockpit).

Martin has also told stories of how Morgan drivers would get “Morgan Elbow” (like tennis elbow) from driving in fowl weather with their right arm hanging over the right sidewall of the cockpit. He said the Morgan driver’s were always rubbing their elbow and complaining about joint pains. We hope we have corrected this problem by having the driver and passenger in completely into the cockpit with arms inside, but still have the top chassis side rail be low enough to allow the driver and passenger to use the top of the cockpit side rail as an arm rest.

Carl L. Myers

Cy-Car TigerCat 3V2

Prototype construction

Chapter #15, Mile post 17 & 18

“Fill’er up Jack and check the oil”

5-29-11

Now that we have re-started the TigerCat construction project things have been moving fast.

The Tail Cone and Tail Light Pod have been completed to a point that we now are starting to see the final shape of the body design.  The next important item to be fabricated and installed is the fuel tank.  The fuel tank location is right behind the Firewall and above the foot wells.  This space will allow us to design and install a tank with up to 8 gallons of fuel, but for the prototype we have decided to limit the tank size to about 3.5 gallon.  Making the tank smaller will allow us access to the foot wells on each side of the car.  This access is from the top when the hood is removed. Being able to work on the foot pedal assembly, throttle cable on the driver’s side and will be a great time saver.  It will allow us to service the fuel pump, electrical system components, battery and still have easy access to the fuel valve which will be located under the lower right section of the tank on the passenger’s side foot well.  The fuel valve is a motorcycle design with reserve fuel level built-in.

#15-1   Glen is laying out the fuel tank panels for the “Test” tank design. About 3.5 gallon capacity is wanted. Tank with fuel should weigh about 30 pounds.

On the passenger side is also be the battery location, which is just behind the Firewall and to the right of the transmission. This location helps balance the weight distribution which is always important on a three wheeler. By making a full coverage battery box enclosure we will still have passenger great foot room. We will mount the battery so that the terminals are easy to access from the passenger compartment.

This smaller tank will be OK for general testing and MPG (mile per gallon) range evaluation. This small tank is rubber mounted at four points, the larger 8 gallon tank design, available with production, will be 6 point mounted in rubber. This tank is made from stainless steel for this prototype car, but the production tank will be roto-molded plastic. Mile post #17 is now complete, except for all the work required. Keep in mind that this prototype is equipped with an 80 c.i.d. Harley engine with is fitted with a carburetor, so we must have gravity feed fuel flow supported by a low pressure electrical pump. I will provide more information on the fuel system in later chapters.

#15-2   The rear rubber tank mounts on the support bar The front corner tank mount on the frame loop.

#15-3   The top corner brace tack welded into location with “Lord” mount installed. Final position of the “Test” tank with 4 rubber Lord mounts in place at the corners. Fuel door to be installed later.

#15-4   A greater challenge is the fuel cap/door. We have chosen to use a “hidden” door which gives access to a “trap-door” cap. This assembly is also an over-spill well. The well will have a down drain tube to the ground for safety of fuel dispersing to the ground. The rubber mounted tank, well and door assembly will be allowed to “float” while the fiber glass hood completely surrounds the door. This arrangement will keep noise and vibration to minimum.

The welded “Test” tank set in place and ready for the mount brackets to be installed. Note that we have changed the triangulated frame support tubes running from the transmission frame loop to the upper corner of the chassis.

The fuel door will be located in the center of the body just in front of the center windshield bracket/brace. This location will allow for easy fuel service without needing to reach over the hot engine and electrical components area.

We have selected a “Hagan Automotive Products” fuel door with their unique center fill cap as original equipment. The Hagan cap is designed to allow a fuel nozzle to be inserted thru the caps round center door, with is spring loaded, and fill the tank, without removing the cap. The “Tear-Drop” door design will match a number of items in the overall looks of the car. The tail lights, parking lighted, rearview mirror bases and other fittings will have this Tear-Drop motif.

#15-5   The “Hagan” fuel hidden door with over-flow well and unique center fill cap. The spring loaded door in the “shut” position.

We are telling you all of this location information because until we install the fiber glass hood and upper body components, some photos are not available. It is also to show how hard it is to make component location decisions until some parts have been installed. The fuel door is a good example of this procedure. It is enough to say that the coil, e-box, fuel pump and other electrical items have changed location 3 times, before the final spot was clearly identifiable. You should be around here some time when we are discussing the throttle cable operation and linkage routing, yet to be decided. Lots of finger pointing and wild hand jesters, but no final decision. Mile Post 18 is still in “flux”.

Carl L. Myers

Cy-Car TigerCat 3V2

Prototype construction

Chapter #14, Mile Post #16

“Putting some shape into the Tail Cone”

Up-Dates, 4-1-11, April Fools Day (take everything with a grain of salt!!)

First, some up-date information to our story about the TigerCat construction project. About 23 months ago we had to take a carful look at the economy, the motorcycle and auto sales market and decide if we should go on with the construction with such a dim outlook in the economy. We knew it would take two to three months to finish at the pace we were going and about $45K in cost and expenses to finish only the first car. We also knew that we were going to need additional personal investment dollars and money from the outside, government, community and private investors. This was going to be hard to find with money drying up and investors asking for more than we thought the project could provide in return and profit.

Rather than just “dink” along we pulled the plug and put the TigerCat into storage and all of the daily action came to a stop. We did do some letter writing and phone calls to let our boosters and friends know that we were only going to stop for a short time. This turned into almost two years.

When we decided to return to the project we had a talk with our bank and we made a decision to complete the car, body and all. Our first plan was to only build a proof-of-concept car, without a body, and do the needed testing to the systems and then move to the last part of the project which was to wrap the chassis and install all the creature comforts we had in mind.  The plan now is to complete the first car and have it ready for display and show to the market, press, investors and major government support agencies. At that point major investment money will be needed to move along to TigerCat #2 and #3.  These cars will be used for traded show and press reports while TigerCat 1 is put through its paces in a series of testing programs.

Our point of re-start was to add shape to the tail section and give it a structure to attach the body panels.  It was decided to make the tail section removable for future repairs and or change of one style to another.  We had completed the basic from of the car design and were well pleased with the overall look.  The tail was the next challenge because we knew that it must look right and match the style of the total body (1932 Ford) and the front clip. We ask our designer Mark Ashcraft to take on the challenge of putting lines to paper which would give us a number of options. We selected the tail and brake lights we wished to use and told Mark “get-er done”. Mark came back with three different tail cone ideas (only one shown Here). Type two (B) was our choice, what do you think?

Once the tail shape was selected Glen and the fabrication shop went to work creating a tail support structure which will allow for quick repair, replacement and ease of assembly.  He had to first remove the “Light Bar” so that it could be made narrower and lower. We were getting complaints that the light bar was too tall and looked like a golf cart.  We did not need that kind of comment so we decided to follow the “Finger Pointing Design Club” observations.  Off came the bar to be replaced only when the top section of the body is installed and built the tail support structure.

#14-1   This early and temporary frame weldment was only to give position to the tail structure.

#14-2   The tail cone frame is quick and easy to install and remove for assembly and repair. The roll bar was removed to be replaced into a better position which will match the body style, and be stronger. We are also going to shorten the roll/light bar 2~3” in width and 2” in height.

#14-3   Nice and simple and quick install. I think the shape is strong and good looking. We may change the lower tube curve later.

#14-4   Note … the double tail pod structure which will allow for repair and replace with out removing the total tail structure.  The additional 10″ of tail pod will bring the whole tail to a vertical line at the rear edge of the back tire.  In this design we have the option of changing the tail light pod with three different looks, and we may even offer this as an option for the customer to select when they place their order for a factory built car. All of the components are the same only the fiberglass housing pod is different. There could be many TigerCats on the road with different looks, made to the customer preference.

#14-5   These are the finish pictures of the new tail section that was done by Glen. Notice the tail pod section will match mate directly to the tail section rear hoop (in photo). The tail light pod is an additional 10” long and will have it own, light weight steel tube structure. The tail cone will house all of the rear lighting and can be disconnected by unplugging.

#14-6   The selected front turn signal lights (bottom) which match the tail/brake/turn signal light (top). They are 1938 Ford/Zephyr style (teardrop in shape), 51/39 LED bulb design.  We have choosen to use LED light on the complete car except for the Headlights.

#14-7   This is the removable rear frame with only the “trunk/box” tubes to be added. These tubes would run from side to side and support the lower floor of the fiberglass trunk/box. No rush on this addition until we are ready to add structure and shape.

Now that we are getting back to work on the TigerCat there are smiles all around and our mood is improving day by day. We are in a rush to show the car at the Medford Cruise on June 17th ~19th. It will be the first time in two years that the public will have seen the car and will put to rest all the questions “what happened to your car project?

Cy-Car TigerCat 3V2 prototype construction

Chapter 13

“Showing it to the Hot-Rod Folks”

Start Date 2-7-09

There was a little Rod and Custom Show here in our home town on the weekend of 2-6-09 and we took the TigerCat (in its un-finished condition) and put it on display. The idea was to get input from the visitors and the “Automotive” side of sales. The only items we took to the show were the Cat, Engine with some driveline components, a ¼ scale model of the front section body work, a questionnaire to be completed by show goers and two workers. We also prepared a one page brochure with simple drawings of the car and a specifications list.

With in two hours of the show opening we were standing three deep with Guys and Gals asking questions and climbing all over the car. For the nest two days we were unable to get out of the booth to get a hot dog and were lucky that the men’s room was just across from the booth. To say that we were surprised would be an understatement.

People came asking questions and then came back and ask more. To our pleasant surprise we got rave reviews and acceptance of design and build quality. The fact that the car is a Motorcycle did not get in the way of comments like “Great Rod Looks”, “I think I want One”, “If I were to build a new car, this is what I would do” and etc. The Car crowd seemed to think that we were on the right tract and encouraged us to “get it done”.

The number one question we were ask ”How many miles per-gallon did we project?”. We answered with our best estimate that we expected “45 to 55 MPG”, they all silently nodded their heads or said “that’s great”.

One additional surprise was how well received was the “V” Twin conversion Drive Line. On display we had a Crazy Horse 100 cid engine with the Engine to Clutch Housing Adapter, the Clutch Housing, and a Toyota 5 speed manual gear box. Many people expressed an interest in this engine driveline as a possible new build power plant. The talk about the economy and great looks of the components created quite a buzz. We were ask if the drive line would be available as parts and or assemblies and we were pleased to answer that the drive line would be available this year after the road tests were complete. See Chapter 1 about the Toyota Pick-Up truck program.

All in all we though that our first Auto Show was a real success.

The Crazy Horse Engine with Adapter, Clutch Housing and a 5 speed Toyota Gear Box

The TigerCat as a “Work in Progress”. Even in this un-finished condition it was a hit.

Our one and only banner with the ¼ scale body model on display. The workers were no ware to be seen.

Cy-Car TigerCat 3V2

Prototype construction

Chapter 12, Mile Post #15

“The Great Cover-Up” or “Putting on the Body Work”

Start Date 1-5-09

The whole crew took a Christmas break between Dec. 20th 2008 and Jan. 6th of 2009 before starting a major part of the total project “The Body”. As you will see there will a number of Chapters dedicated to this subject because it is the final and most important part of the complete construction project. The mechanical components and systems engineering chapters all lead to this challenge.  AND, as you might suspect there were a number of “discussions” about this important section.

We received a number of good suggestions from our readers about the looks of the car drawings on page one of this site (for some reason everyone had an opinion about the looks of the exhaust system and pipes). We got some negative comments like “It looks like a boat!”, “where is the trunk?”, “way too low”, “much too tall”, “too long for my garage, and of course “why so short?”. We also got positive comments like “when can I buy one?”, “the Hot Rod looks are great”, “the exposed engine gives it a special appeal” and “if I were to design a car like this I would ….”.  All were acceptable and welcome because we knew they were involved and helpful.

After all of the “discussions” and finger pointing was completed a design was agreed to and a building plan was set into motion.  A first shape foam “plug” is to be made on a CNC (computer numeric controlled) router which is a five axis cutter. 10’ wide X 15’ long X 8” high, (X, Y and Z axis) located in a shop of a friend of ours, Gean Mills, in Fallbrook California. To give the computer programmer the fixed points of the shape a “stick, cardboard and wire” shape had to created and digitized using a laser range finder.  We used simple devises to make this happen and the information was transferred to the computer in Fallbrook.

Once the foam blocks are cut for the right and left side panels we will make the first major fiberglass parts and fit them to the chassis rails and make corrections for fit and finish.  These two body side panels are the beginning of the total shape and looks of the completed car and we will spend a lot of time standing back and “eye-balling” the shapes and style as we go along, so that we do not make too many mistakes. Wish us luck!!!

#12-1   The CNC cut foam mold arriving in our shop.  The first of many foam forms which will make up the main body and other major sections.

The total body will be made of up to 19 different major fiberglass parts. These will include 4 floorboard parts, 4 interior body panels, the 2 major left and right body panels, the 2 left and right tail side panels, 3 parts making the interior parts of the tail structure, one tail light housing, 1 part to make up the instrument panel and 1 part which is the air cleaner cover which will be different than the Harley or other brand covers. In future production many of these parts will be combined to make larger stronger and less “expensive” body parts.

Thought was given to the problem of how will the cars in the future be painted and will our design allow for special customer applied graphics. Panels will be smooth and easy to paint and multi color combinations should look pleasing when completed. The customer should have a great time developing his or her own color scheme.

The following photos show the beginning of the “wire frame” layout, general configuration and location of items like the instrument panel and steering wheel.  Locations for the outside rearview mirrors, windshield and “windshield wind wings” were also taken into consideration at the same time.  Lots of interior passenger and driver space were a big concern during the layout, as well as riding comfort and ease of entry.  A fair amount of time was also spent designing the shape and style of the “sweetheart” windshield frame. Aluminum castings or sheet metal structures will be used for the windshield posts and the surround cover that fits around the firewall edge. All of these items will make up the “Body” of the TigerCat and we hope it will be a special and dynamic look for all future owners.

#12-2   Overhead view of the cockpit on the driver side. Nice arm resting side rail is shown in this photo

#12-3   This one shows the nice low cockpit side rail which will allow for “arms inside or outside driving”

#12-4   The body panel will rest on top of the lower frame rail, “yes, the frame rail will be exposed”. This will allow for two tone painting if wanted. The exhaust pipe will run along the lower edge of the frame rail. A passenger access step will be mounted above the exhaust pipe and below the body side panel.

#12-5   The wood strip running from front to rear just below the side rail shows the “waistline” that will define the body side panel.  The floor board fiberglass parts will rest on top of the body side panel and secured, thus making a water tight joint. Did you get that a water tight joint in an open car, duh!!!

#12-6   The vertical metal strips show the shape of the body side, with a few bumps thrown in here and there to make it interesting.

#12-7   Here are the “Proper” names for the parts of the Body design.  The English have such a nice way of calling things by the right name.  Thanks Martin.

Carl Myers

Cy-Car TigerCat 3V2

Prototype construction

Chapter 11, Mile Post #13 &14

“Something between the wheels called the Axle”

Start Date 11-15-08

The front Axle is a long story and is not complete even as I write this chapter. Because there is so much information and effort needed to create the proper axle I thought we should start now and add additional notes and photos as we move forward.

The first big question you may have wondered about is “Why did we use a “beam” axle and not a more modern “A” frame design”. Good question, but the answer is a bit difficult to explain and it is not all technical and straight forward. When we first began to design, a common “A” frame design was considered because it would have been modern and well accepted. Then we considered what kind of a car was this to be and at what kind of Owner were we looking for to purchase our TigerCat production. We began to ask ourselves questions like “should this car be a high performer”, “Is it to be a style leader?”, “Should we use only the latest technology and modern parts to construct?”

Answers to these questions came to us after long discussions and real deep thought. Even though these questions are part of the general marketing scheme they have an influence on items like the axel. So, let me answer these few questions with as simple a statements as possible.
1    What kind of Owner would buy a TigerCat?
a. Slightly older
b. Has an income level to purchase high ticket personal transportation
c. Has had experience with sports cars and motorcycles
d. Wants to enjoy his “ride”
e. Likes touring and leisurely driving alone or with his partner
f. Wants comfort and style and good performance

2    What performance level should we shoot for and achieve,
a. Style and comfort were more important than big horse power numbers.
b. Let the customer buy the amount of performance they wanted by selecting an engine to fit their wallet and speed requirements.
c. 0 ~ 60 in 6 seconds would be OK, with a top speed of 110 mph being the goal using a 80 or 88 c.i.d. engine.
d. Good to great handling on “Blue map” roads and highways (smaller back lanes and roads).
e. Good engine response with a 4 or 5 speed gear box. Automatic transmission for the “Fun Only” driver.

3    Style leader is always in the eye of the beholder so here are our goals.
a. All American Hot-Rod look, with an background of Cruiser Motorcycle.
b. Simple and clean construction which allows for easy maintenance.
c. Will be the center of attraction when you pull into the “Sonic Drive-In”
d. Easy to add accessories and chrome for the custom personal look.
e. Comfort while driving or sitting at a red light.
f. Great for taking the Grand Kids on a joy ride when they visit.
g. Just the ticket when going cross country on a tour or visiting Daytona Beach for speed weeks.

4    As for “The latest technology”, getting the steering and suspension right is the proof that simple is always better.
a. The beam axel is also much more flexible in set-up and adjustment.
b. Different settings can be achieved to allow for different styles and types of driving. From highways to race tracks the strong and reliable beam axle will always “perform”.

To achieve these ends we choose the simple and good looking “beam” axle. As we go through the construction keep in mind the goals we listed above and I think you will see that we selected the right parts and assembled them in a proper way to give the owner a car that will be a classic for years to come.

I must begin by admitting to the fact that at this point we have installed 3 different axles. We first tried to purchase a couple axels from “Speedway” and after installing them it was decided that they were too heavy duty. Designed for Hot-Rods which weigh over a ton. The large 2” dia. tube cross beam and large formed dropped axel “S” bends were over kill for our light weight car.

#11-1   Axle #1, made for a larger and heaver car. It was also only 48” wide and we wanted 51” for better handling and stability.

We then tried to make an axle from parts of the catalog axel and our own 1-3/4” cross tube. The 1-3/4” cross beam was welded to the 2” dia. “S” bends and Radius Rod and Panhard brackets were added. This was better but the “S” bend got in the way of the designed steering and when we added the coil-over shocks it all got “heavy” again. I was decided to build an all new axle and as we write today it is in the machine shop being fabricated. Photos will be available next week and I think you see that it was a good decision.

#11-2   Axle #2, smaller and lighter but still not right. This axle was at least the 51” width size we wanted. The wheel tread is 57”.

#11-3   This photo shows the lower shock mount weldment. The “clevis” bottom type of shock will be replaced by an “eye” type with axle #3

#11-4   The Radius Rod and Panhard mount is shown with the Radius Rods in place

#11-5   The Radius Rod and Panhard mount is shown with the Radius Rods in place

#11-6   The shock absorber top mount is combined with the headlight mount, simple and strong

#11-7   A good picture of the “Panhard Bar” anchored to the frame support bar.  The Panhard Bar keeps the axel from shifting from side-to-side while the axel is moving up-and-down.

The axel assembly and all of its component parts are now in place and there will very little changing once the third axel is in place.

#11-8   So this is the final look, simple, light weight and strong.  Ready for chrome or special paint work.

More information and photos will be available about the Axel and the Front End which will include the brakes and backing plates in an upcoming chapter.

Carl L. Myers