The rearward axle brackets will slip right into place on your factory axle U-bolt plates using all the factory hardware. The frame-side bracket will require holes drilled in the frame, which will be the most challenging part of this install. The double-walled boxed frame is tough to drill, but patience and a good drill bit goes a long way here. Since the boxed frame won’t allow a bolt to be installed easily, HSP supplies a nifty self-holding stud that will grab the frame from the inside when positioned correctly and allow the brackets to be bolted in place. The bars themselves use a rebuildable and greaseable upper joint for full range of motion, and the threaded attachment point allows the bars to be made longer or shorter by loosening the jam nut and rotating the heim one way or the other to change preload on the axle. After an initial test drive and a couple wide-open throttle runs, we quickly noticed how much better the transmission seemed to shift as the tires and axle stayed planted and offered a more positive feel through the drivetrain. When towing, we no longer feel that slight shudder when leaving a stoplight and we’re trying to apply all that torque to get the load moving and up to speed quickly. The traction bars made a noticeable difference in driving feel and the added fluid capacity should keep the rear differential and axles happier while towing through the 100+ degree summer days.
For the next parts of the build, we’re planning to remove the cab from the frame and swap in a whole bunch of
performance goodies to take this truck to an all new level of performance and drivability. We’ll also be looking into a full transmission build soon, since we’re positive the stock 124,000-mile Allison won’t endure 600+ horsepower for long. We also plan to do a few more cosmetic upgrades with some fender flares, maybe a front bumper and some new side steps. Stay tuned as we continue to take Project Looks. Muscle. Longevity from stock truck to the ultimate daily driver and weekend tow rig.