CTP Tech
fully custom chassis on pallet

1. Art Morrison Enterprises has built thousands of high-performance replacement chassis for a variety of vehicles, one of the more recent offerings is the GT Sport for ’67-72 C10s.

BY Ron CeridonoPhotography BY Chadly Johnson AND COURTESY OF MetalWorks
Performance Car Handling With Classic Truck Appeal typography
Art Morrison Enterprises’ GT Sport Chassis for ’67-72 Chevrolet/GMC Pickups

arly in 1970 Art Morrison could be found at any number of dragstrips behind the wheel of the VW pickup wheelstander named “American Flyer”—and fly it did with a fuel-fired big-block Chevy in the bed. By 1971, Art Morrison Enterprises (AME) began as a one-man operation in a home garage focusing primarily on manufacturing drag race chassis along with related components, and, as it’s often said, the rest is history.

Over the years AME’s product line expanded most notably by pioneering the high-performance, bolt-on chassis market, which began with the ’55-57 Chevy GT Sport chassis developed in 2002. Today, AME can provide custom one-off chassis for almost anything with wheels, along with a complete line of vehicle-specific chassis, including ’67-72 Chevrolet/GMC pickups.

AME’s C10 chassis is based on 2×6-inch framerails with bracing and crossmembers engineered to provide a significantly stiffer foundation when compared to the stock frame, and the new GT front suspension option improves handling dramatically. As AME’s president, Matt Jones, explains it, “The GT Sport front suspension was designed with higher load ratings in mind. Wilwood’s forged knuckle was the foundation primarily due to the bolt-on hub bearing. This type of bearing fits every wheel out there, unlike the spindle-type design. Compared to previous designs every material specification was increased. Control arm tubes are thicker and larger diameter, bushing diameter is used in the lower arm, the welded bosses in the crossmember are larger and everything is in double shear.” Jones adds, “the most notable change is the lower arm design.” The front inner control arm bushing is right at axle centerline, as a result all the lateral load is to that bushing and makes the overall design very stiff. Also, the rear bushing is placed far away to lengthen that lever arm—meaning that bushing doesn’t have to work as hard to control the forces, which means there’s less deflection under braking and cornering, not to mention longer bushing life.” 

A major focus of the GT Sport suspension design was driveability and what is best described as street manners. Jones points out, “The roll center migrates less than 3 inches during hard cornering.” That’s engineer-speak that means the point the chassis rotates around as the vehicle leans in a corner remains relatively constant despite the suspension’s movement; in other words, the vehicle’s handling remains consistent in the corners, eliminating the need for countless steering corrections. In addition, Jones tells us the suspension’s camber gain is aggressive enough to make any truck handle well, which is another way of saying the tires’ treads stay planted to the pavement when cornering, providing the best possible grip. All these factors can be summed up by saying the GT Sport chassis’ handling characteristics will be very predictable in any situation. 

To complement the GT Sport front suspension, AME offers the tried-and-true rear suspension combination of a 9-inch housing with a triangulated four-bar and coilovers. Also available is AME’s sophisticated Multi-Link independent rear suspension (see “Riding on a Cloud” story in the Oct. ’22 issue of CTP).

Like the thousands of award-winning rides built by pro builders and home hobbyists, owners of ’67-72 Chevy C10 pickups can take advantage of the superior handling, improved ride quality, and lowered stance with GT Sport chassis from AME. It’s a bolt-in project with no welding required and the result will be performance car handling in a classic truck package. What could be better than that?

man next to machinery
2. AME’s unique production process uses a mandrel tubing bender that results in a wrinkle-free contour.
close up of machinery

3. Mandrel benders use an internal die that fits inside the tubing (arrow) to make smooth bends.

metal tubes for chassis and frame bent
4. Another advantage of the mandrel bending is consistency—these are front crossmembers that will be cut to the proper length for specific applications.
framerail sections
5. Like the crossmembers, framerail sections are also mandrel bent.
6. Depending on the chassis the front and rear frame sections may be built separately.
welds on chassis
7. Here the 2×4-inch front section of a C10 GT Sport chassis has been welded to the 2×6-inch main framerails.
8. Here the assembled framerails are positioned in a precision jig so the crossmembers can be installed.
more welds on chassis
9. For adequate ground clearance the exhaust is routed through the framerails and engine placement is optimized so the oil pan is flush with the bottom of the frame.
more angles of the chassis
10. The frame’s torsional rigidity is ensured by the addition of the 2×4-inch center X-member.
adjustable mounts on chassis
11. To accommodate a variety of gearboxes the transmission mount is adjustable.
backside of the chassis
12. AME’s triangulated four-bar eliminates the need for a Panhard bar and provides excellent forward bite, lateral stability, and antisquat geometry.
13. Starting with Currie Enterprises housings, AME installs the axle tubes, housing ends, and brackets in-house. The Strange coilovers mount to the tubing structure above the housing.
suspension installed on chassis
14. GT Sport rack-and-pinion power steering is AME’s design with a 17.5:1 ratio. It has a firm valve design that provides excellent road feel.
up close on welds
15. This front crossmember installation is typical of the quality construction found on all AME chassis.
man welding
16. Components like control arms are assembled in CNC-created precision jigs and fixtures.
view of warehouse full of machinery
17. AME is a busy place. Each and every AME chassis variation requires a unique fixture.
suspension on chassis
18. GT Sport front suspensions feature Wilwood forged aluminum uprights with integrated modular bearing assemblies.
closer view of suspension and brakes on chasis
19. The upper ball joint cups are completely CNC machined from billet—the ball joints are C10 designs for high load capabilities and the coilovers are from Strange. Not shown is the three-position adjustable antiroll bar with adjustable endlinks.
control arm mount
20. Note the beautifully executed and substantial support provided for the upper coilover and control arm mount.
close up of steering arms
21. Made from billet aluminum, the steering arms are a bit shorter than most to speed up the steering and also to make room for 15-inch wheels.
fully assembled chassis
22. The 62.5-inch front tread width facilitates the proper scrub geometry and allows the use of dished wheels.
GT Sport Chassis
23. This GT Sport chassis with a Multi-Link IRS was assembled by the crew at MetalWorks—the number 1 AME dealer.
multiple chassis framed up and waiting for shipment
24. Crated up and ready to go, the AME chassis will deliver a C10 GT Sport chassis to your door.
Art Morrison Enterprises
(800) 929-7188
MetalWorks Classic Auto Restoration
(541) 341-3372