AME Max G - $$$$
 

I talked to someone at AME a few months back about a Max G for an early body Chevy II. I don't even own one yet, but will be my next project. After running some rough numbesr compared to a good front sub, rear setup, and everything else that the AME chassis take care of for you, it's still probably a little more expensive, but would speed up the build process tremendously in my mind.

The told me in the ballpark of $12K for a roller with the basic brake package. This was using AME's front suspension, not Corvette, due to the narrow width of the Chevy II. I'm not sure, but I think WD uses narrowed Corvette geometry and a rack and pinion from a different application (Mustang maybe). Someone that know more about his product could verify this.

Just my $.02 on the subject.

If I can save enough $$$ I'll probably end up with a Max G at some point.

Thanks,

Brandon

Geometry
 

How does narrowing the front of a C5-based front end affect the geometry? Does it minimize the benefits of going C5 versus the Art Morrison IFS set up? This is assuming that the C5 is a better front end.

-j

Sinco
 

You and I are thinking alike in the type of car that we are looking for although I am not looking to have such a high horsepower type of car. I'll probably just drop in a stock crate LS2. I MAY lay a supercharger on top of it but not sure yet so with that in mind what do you think would be the most cost effective yet trickest setup for this type of HP? I think I'm going to use a T-56 for the trans but I am still undecided as far as rear end options. Right now it looks like either truck arm or IRS. What do you think? :thumbsup: :hail:

Sinco
 

In reference to your ride height, are you planning to run this on the street at all? If you are it seems like you'll have a hell of a time getting around normal roads(as opposed to a race track) as far as irregularities in road surfaces. My idea is to have an everyday driver that can smoke Bimmers and Posches in the turns.

Sinco
 

I notice your in La Habra Hts. I live in L.A. Think it would be too much to ask if we could get a face to face? I would love to see where your car is at and listen to your suggestions. :bow:

Well Mr. Nutcase, if you're going to go the full-frame route via Wayne Due or Art Morrison, you don't need to settle for the Truck Arm. You have your choice of 4-link, 4-bar, or IRS.

So, the question is, which set-up is best for a g-machine?

-j

Just pm me and we can hook up. My car is at my shop in LaHabra. At this point we can discuss are your questions.

Regards Doug

Narrowed Corvette
 

I'm not positive that WD narrow the front, but I thought I read that somewhere. I thought someone else may be able chime in on that one?

As long as the inner and outer tie-rod pickup points remain the same relative to the control arm pickup points the geometric characteristics of the suspension could remain unchanged even when narrowed.

Again, I'm not positive that he is narrowing it, but the Vettes are pretty wide compared to a Chevy II.

Like I stated in an earlier post the front hub to hub needs to be narrowed to fit under the front end of the nova and run the C5 control arms. In doing this the rack needed to be raised but other than that everything else works good.

Sinco
 

John Parsons has said that to just narrow the C-5 will throw the geometry off. Did Wayne reconfigure it with different attach points? Did this also change the mount points for the motor in terms of height?