New Straight-Rail Asphalt Car - The Straight Scoop

Lots of bracing to help keep the right-front corner rigid.

Plates are used to separate the center section from the front and rear clips. In the event a clip gets damaged and must be replaced, this should make it a much quicker process (and cheaper for the race team).

Although the left side of the car has four door bars-with plating-for maximum driver protection, the right side is fairly open with this "X" pattern to make it easier for teams that wish to run the exhaust out the doorskin.

Engine mounts are slotted for adjustability. This way teams can easily adjust their setback if necessary. Leavitt will also have a chassis that accepts motor plates for mounting.

While all the bars have a structural component, several have also been placed with the idea of keeping a broken driveshaft contained and away from the driver.

An overhead view of the car.

Leavitt says years of building chassis for Cup teams have benefitted his other chassis designs. For one, weld quality and fitment is top notch throughout.

Welder Rodney Brooks works off one of Leavitt Racing's immaculate jigs.

Leavitt Racing Components is fabricating spindles specifically for this chassis' front suspension. Notice the heat marks from all the welding required.

Leavitt says the most important thing for a good chassis builder is to have good fixtures. This is the fixture Leavitt Racing Components uses when fabricating its spindles. This type of heft is required to make sure everything stays where it needs to when the heat from welding is trying to move things around (as you can see from the photo to the left). Fixtures like this are used for practically every welded component on the race car.

Another fixture for the front clip.

Leavitt says the entire chassis-including the jig it would be built on-was modeled on the computer and tested for strengths and weaknesses before the first arc was struck on a welder. Another benefit from building Cup cars for years that isn't seen in many chassis shops.