Not long ago, we introduced the newest task vehicle here at Ford Muscle: Task F Word. Ford Muscle staffer Ivan Korda owns the 1969 F-100, purchased with the goal associated with turning it into a “Pro Touring” kind truck. It will eventually see street responsibility, stretch its legs in autocross, and occasionally haul things. Up to now, Project F Word has been furnished with a brand spankin’ new Silver Sport Transmissions Tremec Magnum transmission in place of its primary automatic , and the front half of QA1 ’s bolt-in suspension system. When you have been waiting for Part 2 and all sorts of the details on the rear half, you are in luck!
The rear half of QA1’s bolt-in suspension for 1965 in order to 1972 F100s includes your choice of solitary or double adjustable coilover shock absorbers or QA1’s Mod Series Shock absorbers, as well as an adjustable torque adjustable rate mortgage and adjustable pinion angle adjuster. The choice between shocks allows you change valving to meet specific requirements and offers ride height adjustability, therefore you have your choice between three high-travel spring rate options (170, two hundred, or 250 lb/in). The integrated adjustable trailing arms allow for fine-tuned wheelbase and rear alignment, using a wide range of adjustment positions accommodating a variety of ride heights. The QA1 X-series rod ends chosen for the package are built for performance and durability. Ivan also opted to add the optionally available 1-1/4-inch QA1 Rear Sway Pub. Tubular High-strength low-alloy steel construction provides much-needed strength and durability.
This system was developed with managing in mind and provides height adjustability for that ability to dial in the perfect position. Let’s face this, having an aggressive looking position is important. But it’s also crucial to have a lower roll center to enhance the handling. Fundamentally, QA1 set out to bring the performance plus drivability of these old trucks to the modern era. It allows for bigger and wider wheels and tires (up in order to 305/35R18) and offers a 4-inch in order to 7-inch drop, designed to maximize efficiency while thwarting the inherent holding issues that plague 4-link systems. QA1 instead chose a rpm arm setup with a pivot equip to allow the rear axle to move somewhat under hard braking instead of axle hopping. The torque arm will be complimented by a Panhard bar to discover the rearend (side to side) and lower control arms to manage the movement of each wheel.
“We have discovered great success with the torque equip designs for several classic pickup truck framework we support, ” said Sawzag Kass, marketing manager at QA1. “With the torque arm, i was able to eliminate the bind often present in traditional four-link systems while growing the ability for the truck to gain grip. Torque arm systems like the 1 we have do a very good job marketing traction under hard acceleration. ”
As with the front half the system, the rear half features a totally bolt-in installation process — that is right, no welding required. Ivan completed the installation in his house garage, using many of the tools you most likely have in your own workshop. Everything required for the installation process is included within the kit, hardware and all, and every thing is proudly made in QA1’s Lakeville, Minnesota facility. Ivan told all of us that the rear half installation has been even easier (and quicker) compared to front half, and that’s stating quite a bit.
If you’re brand new here, you might want to go back and look over Part one first. After all, 1 comes before two!
The Installation Process
While the bed doesn’t need to be removed to complete this set up, Ivan had removed the bed included in the truck’s complete restoration and repair. Bringing the F100 down to its framework allowed Ivan to bring the framework to be powdercoated as well (see inset). Now on to the installation!
A single Flawless Frame
Task F Word’s owner Ivan Korda explains the decision behind powdercoating the particular truck’s frame, and how it was accomplished.
“My strategy from the beginning was to strip the particular frame by hand to make sure I taken out the 50 years of dirt plus rust, before I bolted the newest shiny QA1 parts on. 1 day, after I posted a picture of me personally disassembling the stock frame upon social media, I got a call from the good friend of mine, Daniel Forces, who owns Filthy White Boyz Kustom Coating in Millington, Tennessee. Daniel said to me, ‘hey man, let us powdercoat that frame! Forget artwork it! ’ I was all within.
“Daniel did not have a large enough oven at that time, so he contacted Reno California king, owner of Armour Koating within Woodlawn, Tennessee. Reno opened their doors to us, and we sandblasted and powdercoated the frame on his shop. This was my very first time being around the process, and what an event it was to shoot my own components! ”
First, Ivan reviewed QA1’s set up instructions and marked which components would need to be removed from the rear from the chassis. He removed the upper surprise mount and then the leaf springtime mounts and factory bump prevents, prior to sending the frame to become coated. He also made fast work of cutting the Chemical notch for the main mount. When the frame was returned, the front fifty percent was completed, and then the rear set up began.
Sway Bar Set up
The two existing body holes were lined up with the 2 holes in the included notch design template and attached.
Internal frame brackets were mounted on both driver and passenger sides plus torqued to 49 ft-lb. After that, the bushings and chassis brackets were installed onto the swing bar, before the sway bar framework mounts were mounted onto the particular axle. Special care was delivered to evenly space the sway club to the frame mounts before applying torque to 70 ft-lb. Then, the right-hand jam nut was set up onto the right-hand thread pole ends before threading into the anodized red adjustment sleeve. This was recurring on the left-hand side. The pole ends were threaded all the way in to the adjustment sleeve.
One of the assembled masturbator sleeves was then attached to the framework mount using a pair of high-misalignment coil spring spacers installed on the rod end plus fastened to the frame mount. The particular sway bar link mounts towards the rear of the mount using the 3rd hole from the top as a starting place. Ivan attached the sway club to the adjuster link using a high-misalignment stud, and torqued the connection in order to 31 ft-lb. Once final trip height is determined, the end links is going to be adjusted to ensure that the sway club is parallel to the ground, and everything jam nuts will be tightened to finish the sway bar installation.
Back to Business
The rod end with a quickly pull nut was loosely screwed in to the trailing arm as far as possible right after applying anti-seize on the threads. After that, the bushing halves were placed into the fixed rod end as well as the metal sleeve was pushed with the center. The fixed rod finish was loosely screwed into the walking arm as far as possible. You’ll wish to ensure that there is an even amount of follow engagement for both rod finishes and that they’re set center to center over the trailing arms to 20-inches just before tightening the jam nuts towards the trailing arm.
The particular bushing end of the trailing supply was installed into the third gap from the top of the notch bracket. The moment center can be changed by increasing or lowering the trailing provide on the bracket can be adjusted once the final ride height is determined. The particular left and right axle mount brackets had been mounted onto the axle plus torqued to 90 lb-ft. After that, the left and right shock mount had been installed onto each axle install and torqued to 31 lb-ft.
The rear axle then must be prepped for mounting the QA1 axle pad to the leaf springtime perch. The QA1 axle protect plate was placed on top of the axle leaf spring perch before the spaces were marked and ground out there.
The left and right axle mount brackets were then set up onto the axle and torqued to 90 lb-ft, before the right and left shock mount were installed on to each axle mount and torqued to 31 lb-ft.
The axle was then placed under the frame and the coilovers had been connected to the notch bracket and axle mount.
The particular coilover assembly was easy. Ivan began by threading the aluminium locking collar onto the surprise, followed by the spring seat dog collar down to the bottom shock thread. The particular threads of the shock were after that lubricated. Ivan opted to use the particular optional Thrust Bearing Kit through QA1 to help make adjustments easy, therefore he coated both sides from the washer with lubricant and set up the stainless steel spring seat washing machine followed by the bearing and 2nd washer.
After that, the piston rod was picked up to its extended position as well as the spring was slid over the surprise down to the spring seat adjuster, before installing the spring cover. Then, the spring seat training collar was turned up to take out the slack in the spring/seat prior to installation.
With the axle supported under the frame, the walking arm was connected to the center gap in the axle bracket. The rpm arm bracket was then installed to the differential by removing the particular four driver’s side nuts from your front of the differential, and using shouldered nuts, torquing to 37 ft-lb.
The rod finish was installed with a jam enthusiast into the rear upper connection from the torque arm, screwing it within fully. The male-to-female linkage adjuster was installed with the left-hand quickly pull nut in the lower torque provide connection before threading the existing fishing rod end with the jam nut. The particular linkage adjuster will operate because the pinion angle adjuster.
The rear torque arm link was then attached to the inside from the torque arm bracket with a spacer, with the small diameter facing towards the torque arm. Two bushing halves and a 5/8-inch sleeve had been installed into the large rod vision assembly for the front torque provide assembly.
A quickly pull nut was installed onto the top rod eye, followed by the female fishing rod end, and the assembled rod eyes was then installed into the front side torque arm connection. Then, the right-hand threaded jam nut has been installed onto the rod finish, before the rod end was screwed into the right-hand threaded red aluminium adjuster sleeve. The left hands rod end was then set up with the left-hand jam nut to the left-hand threaded end of the adjuster sleeve.
The put together adjuster sleeve was installed to the front side bracket of the rpm arm, with two high imbalance spacers installed on both sides from the rod end.
The particular anodized red front pinion install was installed onto the rpm arm bracket, and then bolted towards the differential. Then, the front crossmember framework plates were set on the body, approximately ten inches from the middle of the rivet. The crossmember grew up into place, and the frame mounting brackets were loosely bolted to the front side crossmember. The torque arm front side connection was then bolted towards the center mounting hole of the front side crossmember.
The starting placement for the front crossmember is 10 inches from the center of the body rivet, but before drilling and installation the crossmember, the crossmember had been slid until the torque arm’s front side connection was vertical. Then, the particular crossmember was torqued to the framework bracket hardware before the frame had been drilled for the crossmember mounting openings.
The red anodized torque arm stabilizer was coupled to the front crossmember and torqued in order to 37 ft-lb, and a right-hand quickly pull nut was then installed on to one right-hand rod end, plus into the right-hand threaded end from the brace bar. This was repeated for that left-hand side of the brace club as well. Then, the linkage adjuster was installed with a jam enthusiast into the left-hand threaded bent finish of the Panhard bar, before the fishing rod end with a jam nut has been installed into the female end from the linkage adjuster.
One end from the brace bar and the straight finish of the Panhard bar were put into the third hole down on the particular driver-side mounting bracket. Then, the particular rod end of the brace pub was installed with two coil spring spacers. A washer was installed involving the rod ends spacer and the bushing of the Panhard bar, which then installed to the front of the brace pub.
Ivan adjusted the particular brace bar length in order to connect it to the passenger side attach, with spacers on both sides from the rod end. Then, the addition adjuster in the Panhard bar had been adjusted to be able to install it into the center hole of the passenger side group, with high-misalignment spacers on both edges of the rod end, before getting torqued to 90 ft-lb.
With the installation complete, Ivan can set the Panhard bar installation location once he figures out the ultimate ride height and adjusts the particular coilovers. After that adjustment, he’ll return and snug up all of the quickly pull nuts. This will mean that the walking arm and Panhard bar will certainly both be parallel to the surface, and the torque arm front assistance will also be adjusted so that the torque supply is parallel to the frame bed rails. Final pinion angle adjustments may be measured and made when the truck is full-weight and on the earth. At that time, Ivan will double check all his hardware connections and have the four-wheel alignment done.
It’s worth noting that this is really a benefit of the kit. The fact that the particular Panhard bar, torque arm, walking arms, bracket mounts, and shock absorbers are all adjustable independent of one more allows for unprecedented adjustability, where one particular component does not affect the others. QA1 really thought this one out in order to create a truly adaptive system.