Category: Schwartz chassis review

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Sniper EFI Update: Weeks Later, Do I Still Feel It Was Worth It?

Log in. Install the app. JavaScript is disabled. For a better experience, please enable JavaScript in your browser before proceeding. You are using an out of date browser. It may not display this or other websites correctly. You should upgrade or use an alternative browser. I've read the few threads available here about the new chassis available from Schwartz I've been mulling over getting one since I first learned about them last year. I have a few things to price out up here still, but I was looking to get some info from those with more knowledge in the area.

My questions are as follows: For someone like myself that would have to get the frame professionally welded Early comments here when the chassis was first revealed indicated people thought it would be quite a bit heavier than stock. Does anyone have any idea what sort of weight reduction is possible boxing a stock frame and adding aftermarket parts?When Jeff Schwartz launched Schwartz Performance inthe Pro Touring movement was in its infancy and muscle car owners yearned for a full-frame chassis that provided superior strength and suspension geometry for vastly improved cornering performance.

Jeff saw an opportunity to build a chassis from the ground up that far exceeded the capabilities of the stock muscle car chassis. He utilized his diverse racing experience and road racing knowledge to create the G-Machine chassis. Competition is the ultimate test bed for developing and refining chassis and suspension systems. As such, Jeff has driven several iterations of G-Machine chassis and won several prestigious Pro Touring events.

This allowed him to refine and improve the G-Machine since its inception. The Schwartz G-Machine chassis-design features include high shock-mount hoops, 2 x 4-inch main framerails, and a triangulated four-link rear suspension. Over the course of his career, Jeff raced a mind-boggling number of vehicles on two and four wheels including road-race and motocross bikes, various sport-compact cars, GT1 Corvettes, and IMSA Camaros.

Launching a Business. InSchwartz was laid off from his job as a manager at a manufacturing plant. With his experience in manufacturing, Jeff was well-prepared to step into his own business. He started working with Pathfinder, a Wisconsin-based dirt track chassis builder, on building a muscle car chassis, but eventually chose to do it on his own.

About a year later, the G-Machine chassis was rolled out. Schwartz Performance started with the GM A-body platform, but has since expanded its offering to include more than 20 different complete chassis systems for GM, Ford, and Mopar muscle cars. With this success, Schwartz now has 18 employees and occupies a 25, square-foot manufacturing and custom car assembly facility in Woodstock, Illinois, on the outskirts of metro Chicago.

In fact, the frame for most applications is percent stiffer than stock, so the suspension geometry is maintained and the suspension correctly moves through its arc of travel. A top-view of a G-Machine chassis shows the engine cradle, transmission crossmember, and the extensive cross-bracing that produces an extremely strong frame.

Similar to most Pro Touring chassis, it has tubular A-arms up front, but the upper frame hoop to anchor the top arm is far taller than most other competing designs. The front arms use needle-bearings for a more precise and smoother operation.

Customers can choose between RideTech coilover shocks or ShockWaves products. For the brakes, you can choose between the high-performance-base Wilwood or upgraded Baer brake kits. Power rack-and-pinion steering and a triangulated four-link rear suspension are two other prominent features. Top quality Teflon-coated spherical tie-rod ends are installed on all suspension pivot points.For any serious Pro Touring build, one of the first questions any owner should ask themselves is whether or not to utilize an aftermarket chassis.

Even factory unibody cars like the first-gen Camaro and Firebird have the option — and for good reason! One of the primary goals of any Pro Touring build is to equal or surpass the handling of a modern sports car. It is hard to do that if the foundation of the build is over fifty or sixty years old.

Sure, there are ways to strengthen the stock frame, but many enthusiasts also need to notch the frame for rear tire clearance. This can also weaken it. At the end of the day, it will still be hard to compare to the advantages you get from going to an aftermarket chassis, which is designed from a clean sheet of paper. We spoke to Dale Schwartz of Schwartz Performance to get a full understanding of why some of the fastest cars and trucks in the Pro Touring scene are using their chassis — including our upcoming GM A-body project, aka Project Payback.

The only things we used off the stock chassis are the body- and bumper-mount locations. Everything else is completely different. Forgetting for a second that your car or truck is trying to laterally accelerate, remember: the engine and drivetrain are rotating. As the crankshaft is spinning, so is the driveshaft and, in turn, the ring-and-pinion—therefore the posi and axles. This creates a twisting force that causes torsional flex or deflection.

A hp LT4 crate engine, for example, has gobs of chassis-twisting torque nearly off idle, as does your average big-block. Say you hit a bump on one side of the car. In street driving, this may not be very noticeable, but it is in racing.

A series of cross-braces goes beyond the factory design to provide added rigidity. Typically this is an area that is difficult to re-strengthen when you are talking about clearance for a Overall, Schwartz feels this is just a better way to go. Rollcages can be added, which help, along with boxing plates and such.

But that is added weight. Too Much Horsepower, Not Enough Traction There are quite a few suspension systems on the market to upgrade a car or truck with a leaf spring rear suspension to a four-link, three-link, or even an independent rear suspension. By going with an aftermarket chassis, all of the hard work is done for you. Thankfully, GM A-bodies have a simple but incredibly effective triangulated four-link from the factory. Schwartz maintains this design for a very good reason.

Schwartz Performance Talks G-Machine Chassis Tech

The main disadvantage of a triangulated four-link is they can bind when one wheel hits a bump when going around a sharp corner where one wheel is moving differently than the other. However, on our four-link, we use Teflon-lined spherical rod ends aka Heim joints which eliminate this issue.This business is unclaimed.

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Owners who claim this profile can update information, boost SEO, and more. Call business Schwartz Performance is where classic style meets modern technology. We build bespoke chassis and engines for classic cars. We incorporate modern geometry, materials, suspension components and braking technology into bolt-in full-frame designs. The result is a vehicle that can be setup to drive exactly how you want it to--from track-car stiffness to luxury-car comfort, and everything in between.

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schwartz chassis review

Grow your business. Easy, done. Schwartz Performance Own this business? Claim this business for free. Closed now. Request appointment. Top Automotive in your area.

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Hot Rod Haus. Dana Corp.Follow up. But this time, I made an exception. Could it really work that well? EFI is not something I was overly comfortable installing. As I stated in the original article, I really have no background in EFI tuning — and even less knowledge of computer programming, so, upgrading to EFI had to be idiot proof. When I finished the install on my C10, I set it as follows: I also noted that after some time, I could change those values as I saw fit.

The install was completed on January 20,and it is now April 3, Remember, this is not a later model Vortech engine with better cylinder heads.

schwartz chassis review

This is the original ci small-block. Not the picture of efficiency when new. When the truck was getting fed through the Quadrajetmy highway mileage was Not only did the truck drink less fuel, it gained some drivability. But has it gotten any better. I started by adjusting the fuel prime — which squirts a small amount of fuel into the intake to aid in start-up. I went as high as I backed it down to this setting.

This is one area that too much really is a bad thing. The initial settings I chose were a happy medium between rich and lean, and as I said, initial mileage and drivability improved. One thing to keep in mind: go too far and engine damage can result. To avoid that scenario, I slowly increased the lean-ness of the incoming charge until the engine just started to react negatively, and then backed off.

I started out at I then pulled over and enriched the fuel mixture lower numbers. As far as a fuel mileage increase? How does Yes, it varies a small amount, but my pressure on the load pedal and the amount of fuel I put into the tank at each fill up can vary a small amount as well.

I know that might not be as impressive as a late-model vehicle that gets plus mpg on the highway, but that would be comparing apples and oranges. As far as I am concerned, the Holley Sniper system will be a permanent fixture on the small-block in my truck. More Hardcore Chevys in your Inbox. Build your own custom newsletter with the content you love from Chevy Hardcore, directly to your inbox, absolutely FREE! We will safeguard your e-mail and only send content you request.

Four Reasons We Chose a Schwartz Performance Chassis for Pro Touring

We'll send you the most interesting Chevy Hardcore articles, news, car features, and videos every week.The pro-touring craze has created a swarm of spectacular Chevelles and Camaros that finally sit right and fill the wheelwells perfectly. Basic understanding of the increased weight of the 17s, 18s, 19s, 20s, and even 22s has made bigger brakes and reworked suspension must-haves for exclusion from the dreaded poseur label. A pro-touring guy swaps wheels and tires, brakes, spindles, and springs in order to transition his car to the pro-touring theme.

The result is a great-looking car that would probably handle fairly well on a winding road, but is more than likely relegated to form-over-function cruiser duty. Yet, in most cases, the owner is happy. However, some musclecar guys have higher standards. The more serious and demanding among the musclecar crowd are not satisfied with their cars unless they really "work. Whether Stock Car racing, road racing, or drag racing is in their blood, this crowd sacrifices a particular "look" if it is detrimental to handling and performance.

Jeff Schwartz is a member of that crowd. In the '80s, Jeff Schwartz was a professional road racer.

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Schwartz appeared in the street-machine world when he competed in Car Craft's Real Street Eliminator with an '82 Cadillac Fleetwood Brougham Coupe and won the event. More shocking, Schwartz would show up one year later in his handbuilt Ultima--a street-legal endurance racecar--and soundly embarrass the competition again. The birth of Schwartz Extreme Performance in Crystal Lake, Illinois, has allowed the building of killer street machines and dream cars that reflect a philosophy of pavement-shredding, all-around performance.

One such vehicle, a '65 two-door Chevelle wagon, was slated for a complete build with Schwartz-style performance. Even though aftermarket pieces abound to improve the handling of GM's full-frame A-bodies, the development of a purpose-built performance chassis began to emerge.

Where Classic Style meets Modern Technology

Adding up the costs and parts needed to make the stock chassis work to the level desired for the wagon, Schwartz determined that a "clean sheet of paper" build of a serious street chassis incorporating the best technology from the race track would be both cheaper and superior.

Schwartz's 26 years of automotive manufacturing came together to expand the vision beyond his customer's Chevelle wagon. The SPC is available in a number of other applications, including the ' Camaro, which gives Camaro owners an affordable option to convert their year-old unibody platform into a full-framed, high-performance slot car.

Don't sign up for one of these if you have a stock restoration in mind. Schwartz recommends an in-depth evaluation of a driver's needs and desires before a chassis is built. From this as a starting point, SEP will equip the chassis with parts specified by the owner.

The intensity and quality built into each chassis, along with product support from a real enthusiast, promises to make a huge impact on those looking for more than just pro touring.

The SPC makes the case for the next step, moving from pro-touring poseurs to pro-turning performers. Bolt one under your Bow Tie and enter a new world of handling and dragstrip performance at a price that is easily affordable. Combining road-racing prowess and street-machine savvy, SEP has worked with circle-track chassis designer Kevin Laatsch to offer the ultimate street chassis for ' Chevelles and ' Camaros.

Framerails are moved in slightly to give the owner the option of either using stock wheelwells or modifying them for up to a inch-wide rear tire with a mini-tub.Enter your username: Do you want to login or register?

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I want to create an account To login, enter your password: Enter your password: Forgot your password? Stay logged in. Home What's New? Results 1 to 17 of Thread: Schwartz Performance Chassis. All brand new still in the boxes. If my budget would allow I would just put it all together, but unfortunately it wont at this point in time.

If things change for me before this sells I will do just that.

schwartz chassis review

If the chassis sells, I will put the car back on the stock sub frame and put the car back together that way with some mini tubs and a narrowed rear and sell it that way. I am open to just selling just about any combination of the above, but I don't need to give the stuff away either.

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Someone jump on this while there is still time, never know I may win the lotto tomorrow! Sponsored Links.

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