 Under the hood, the build...  Under the hood, the build team fabricated shock hoops onto the forward 'cage. As shown, the inner fender sheetmetal was trimmed to clear the shock body. Additional trimming was required to accommodate the external-bypass shock reservoir. |  Out back, the truck uses the...  Out back, the truck uses the factory leaf springs and stock rear axle. The team will try the stock spring rate and then tweak the packs from there based on some field testing. Axle gearing is 4.56:1. |  The rear upper shock mounts...  The rear upper shock mounts are attached to a tubular structure that spans the rear framerails and ties to the rear 'cage hoop (angled tube seen here). This setup was optimized to allow fitment of the longest shocks possible without cutting through the rear bed floor, per race organization rules. |
 The stock lower leaf-spring...  The stock lower leaf-spring plates were modified in the rear. Shock tabs were added, and a portion was boxed for strength and shock eye protection. Stock U-bolts secure the leaf packs to the axle. Custom Fox Racing shocks are used in the rear suspension as well. |  Here you can see another side...  Here you can see another side view of the upper shock mount above the framerail. To determine shock length, the rear sway bar was disconnected and the leaf packs were reduced to just the main leaf and the overload. Then, the axle was fully articulated to determine distance between shock mount points and to check bumpstop function. |  To start the interior work,...  To start the interior work, the driver seat position was determined. The stock rail adjusters were used and a MasterCraft seat was mated using a set of custom brackets to set the height and pitch of the seat to suit driver Rod Hall's preferences. |
 It was time to start on the...  It was time to start on the safety side of the project with the fabrication of an internal rollcage. Two-inch by 0.120-inch-wall DOM tubing was used for the construction. Separating the body and frame by about 6 inches allowed fabricator Doug Moore easier access for the build. The pillar tubes all go through holes in the floor and attach to points on the framerails. |  The build team used substantial...  The build team used substantial triangulation at all 'cage nodes to provide maximum strength at every point in the 'cage. All critical and safety-related assemblies were TIG-welded on the vehicle. |  Where there was advantage,...  Where there was advantage, the 'cage was also tabbed and bolted to the sheetmetal body. Past experience showed that this practice makes the entire vehicle more rigid with the added benefits of noise reduction and a decrease in wear on body components. |
 These custom-machined tube...  These custom-machined tube joints were used in a few areas where 'cage disassembly might be desired in the future. The forward hoops under the hood and around the engine are two such examples. The 'cage was also designed to allow the body to be lifted a few inches off the frame to allow full welding access at the top tubes that fit tight near the roofline. |  Forced air pumps from Parker...  Forced air pumps from Parker Pumper Helmets were installed just behind the seats for both driver and passenger. These 12-volt pumps route filtered air into the helmets during dusty racing conditions. |  With the removal of the all...  With the removal of the all the glass in the H3, the rear quarter-windows were replaced with aluminum sheet riveted in the factory glass channels. |