Frame-Werx founder Sean Spraungel on why classic GM trucks ride rough at highway speed, what independent front suspension, sway bars and a multi-link rear change, and why we build every chassis.
The rear suspension shapes how a truck feels as much as the front does. Classic GM trucks left the factory on leaf springs, and for hauling a load on a work site they did the job. For a restomod that spends its life on pavement, a multi-link rear is a different experience entirely. Why leaf […]
Tall, heavy and soft is a recipe for body roll, and classic GM trucks have all three. Take an off-ramp a little quickly and the whole truck leans, the tires scrub and you find yourself slowing down well before you need to. Sway bars are one of the simplest ways to change that feeling, and […]
Anyone who has driven a K5 Blazer, a Jimmy, a Suburban or an old K10 at highway speed knows the feeling. The wheel never quite settles, every expansion joint arrives twice, and a long drive leaves you more tired than it should. Nothing is wrong with the truck. It is doing exactly what it was […]
What a K5 Blazer LS or LT swap really involves on a stock frame, and how a chassis built for a modern GM drivetrain simplifies it.
The common suspension upgrades for 1973–1991 Chevy and GMC 4x4s, what each one really fixes, and when a new chassis is the smarter move.
What a K5 Blazer, K10 or Suburban chassis swap costs, from a $17,900 bare galvanized frame to a complete chassis, and what drives the total.
Why hot-dip galvanizing protects a classic K5 Blazer or squarebody frame from rust far better than paint or powder coat.
How a solid front axle and independent front suspension compare on a K5 Blazer, and which one suits the way your truck will be driven.
What a squarebody frame swap involves on a Chevy or GMC 4×4, the three ways to do it, and how a bolt-on IFS chassis simplifies the job.
