Hooker/Holley Cross Member on DSE Subframe?

Discussion in 'High Tech Retrofits' started by 68LS1, Apr 1, 2014.

  1. toddoky

    toddoky Veteran Member

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    The problem that you are going to have is that all the crossmembers you have mentioned are designed for attachment using the hole position that is present is stock 2nd-gen F-body subframes and the location of the DSE crossmember mounting holes correspond to the hole locations as found on stock 1st-gen F-body subframes since their 1s-gen and 2nd-gen subframes are in reality one in the same.
     
  2. Protour-Camaro

    Protour-Camaro Veteran Member

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    I'm confused....How can the DSE subframe put the engine dead smack in the middle? Wouldnt that cause problems with the brake booser on the firewall? Wouldnt that throw off cars that keep the 4 speed? What about the rearend yoke? Yet they tell you to use the OEM crossmember? Something is off here.
     
  3. toddoky

    toddoky Veteran Member

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    Centering the engine in the chassis is a quite common practice amongst the aftermarket subframe manufacturers and custom car builders (and the Hooker components do the same thing within the stock subframe), i.e. DSE, Art Morrison, Martz etc. No, it doesn't cause compatibility issues with any of the above components you've mentioned as long as the headers and other parts are designed to accommodate the geometry. 1st-gen small block F-bodies are also set up this way from the factory (with an offset so small it's barely detectible) and they are factory equipped with the same offset pinion rear ends that were used in big block 1st-gens that had a pronounced passenger side offset creating manifold-to-steering box clearance. As long as the engine and pinion centerlines are parallel and the U-joints have no more than 3 degrees of working angle there is no more of an issue than having U-joints that are operating with no more than 3 degrees of working angle (not engine inclination angle) in the vertical plane. You will just have compound U-joint angles instead of single plane angles; over the distance of the span between the U-joints on a 2nd-gen a centered engine adds approximately .2 to .3 degrees of additional working angle to the joints. Many guys building custom rearends will also center the pinion to reduce the working angles to a minimum.
     
    Last edited: Apr 2, 2014

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