Super Structure:
by Steve Chryssos VOLUME 1, ISSUE 1

I know what you’re thinking: “Does the world really need another aftermarket subframe for first gen F-bodies? The pie is already cut into far too many slices. Wayne Due, 21st Century, Fat Man, Martz, TCI, CARS, Chassisworks, C4, C5, Mustang II—it’s a long list. And yet, Detroit Speed made a decision to dive into that crowded pool. Kyle Tucker is not a stupid man; He’s not crazy either. Together with Stacy and the crew at DSE, they decided their clip is significant enough to beat the heavy competition. Actually, the subframe redefines how hot rod parts are designed and manufactured. Are we making strong claims? Sure. Are we ass kissing? Not a chance. This is MuscleRides. Grab a cup of coffee (you’ll need it—this article is long), sit back and I’ll explain the product as well as its impact on the hobby.

To date, aftermarket clip manufacturers have built subframes using traditional fabrication techniques including mitered and welded or mandrel bent rails. Crossmembers are generally built with tubing benders, while brackets and tabs are simplified two- dimensional parts. Racecar fabricators have used these techniques for decades with great results. The methodology works, but we don’t have any published strength and rigidity data for fabricated clips. We take the manufacturer’s word that the fabricated subframes are consistently straight and true. All we know is that the parts are stronger and lighter than “stamp and weld” 1960-something frames. That much is true.

But what if you walked past the typical fabrication equipment in your shop and headed straight for an even more important tool—the telephone? What if you were tight with folks at GM--the company that first implemented hydroformed frame rail technology? In plain English, hydroforming is water molded metal. Amazing stuff. According to hydroforming.net, the process has been around for almost a century, but GM was the first OE auto manufacturer to use the technology to produce frame rails. GM has since implemented hydroforming into more than two-dozen vehicle platforms. The technology is crazy expensive. GM has invested, like, one bazillion dollars (?) on plants, equipment and development. Why? Because, research has shown that the process saves weight, adds strength, increases stiffness and requires substantially less welding. Hydroforming offers vast improvements in dimensional accuracy, as well. Increased strength and stiffness results in better, more predictable ride and handling.