The Retroline Front Bumper — A Design Study — Building on and evolving the standard fabrication process.
This initially started as a design study. A bit of a deep dive into automotive design from different eras. Then when you start looking at almost every bumper, for every platform whether it be the 80, a Tacoma, a Bronco, or Wrangler - they all typically follow the same fabrication recipe. Few minor tweaks to all call it their own. I get it, it's mostly to simplify production, keep costs reasonable, and allow for scaling production. All the same playbook — cut some sheet metal, make some folds or weld a corner joint. Soon started thinking that having nothing but sharp corners and hard edges could be improved upon on aftermarket bumpers. I for one think the 80 is a bit iconic in my book and deserving of something better. I started wondering if OE automotive designers from yesteryear were given the technology, tools, and practices of today, how would they design an aftermarket bumper. This is my take on that, moving away from the standard recipe of sharp bends or welded joints.
The Billet Bumper Guards
After studying the lines of the OE 80 bumper — soft, rounded clean, and the 60 series — minimalistic with bumper caps/extensions at the corners, I took a look at other iconic vehicles leading up to this era. The Porsche 930, Datsun 240z — these had bumper guards. The implementation of these pretty much went away once we started introducing crumple zones into vehicles.
Bumper guards have had a long history, all the way back to the 1920's. In the 1950's they became an aesthetic statement, mimicking artillery shells and rocket fins, famously nicknamed "Dagmars". In the 70's they were then mostly made out of rubber to protect the main bumper from scrapes and light parking bumps. I wanted to implement this as a retro inspired feature, but how do I make it functional as well? Here's where the billet bumper guards serve as recovery points. 60mm thick bumper guards allowed for a hefty sized radius that was ultra smooth, specifically designed for soft shackles. For those keen on details, 60mm is the same thickness as the frame rails, and these bumper guards are mounted directly on the same vertical plane as the left and right frame. It works much similar to hitch recovery points like the Factor 55 Hitchlink Pro 2.0 and the Agency 6 Shackle Block, just implemented as a purposeful design element.
To balance out the bumper visually, I took a 60 series design element. The bumper extensions, or bumper caps/ends as some might call, and implemented them into the modular wings. (Currently a 3d printed prototype is fitted, but production pieces will also be billet.)
Another period-correct inspiration was the bumper strips along the face of the modular wings. These are 3d printed CF-ASA and house an integrated Profile Pivot Sequential LED Strip that operate as white DRL and amber sequential turn signal when activated.
Lasers — From Cutting To Welding
Modular wings and main structure of the center section is 3/16" mild steel. Winch plate is 1/4" steel. Front removable/replaceable bash plate is 3/16" 5052 aluminum. Winch is mounted high to give space underneath for various heat exchangers(trans, oil, or even heat exchangers for w2a intercoolers). Multiple mounting provisions are built in, removable front bash plate gives easy access.
I wouldn't have pursued this as a product if it wasn't for laser welding. Many advantages over MIG and TIG. A laser runs in a "keyhole" mode — it focuses high amounts of energy into one tiny spot to dig a deep, narrow weld in a single pass — so we don't have to bevel or grind the edges to get full penetration like you would on a thicker MIG or TIG joint. That "keyhole also means significantly less heat affected zone(HAZ). It puts way less heat into the metal, so it doesn't warp and stays strong right next to the weld, the beads come out clean and consistent, and there's barely any grinding to clean up. Many top racing teams like Camburg Racing are making the switch to laser fabrication, after their tests show significantly stronger joints and requires much less labor time. The catch with laser is it wants parts that fit up tight and clean, but we use precision cut parts anyways, so that works in our favor. Prep, welding, and cleanup times all shrink — and reallocating that time into design, allowed me to not only come up with a much more elegant bumper without high-end bespoke restomod prices.
Form, Meet Function
"Form every follows function" - American Architect Louis Sullivan 1896 in his essay The Tall Office Building Artistically Considered.
None of this is complicated for the sake of it. The usual recipe sticks around because it's quick and easy to repeat, and most people never stop to question it. I did. If you imagine the designers of those old trucks and cars getting their hands on the tools we have now, our Retroline Front Bumper is the kind of thing that comes out — retro, inspired. If you're into the little details, you'll likely catch them.
Happy to answer any questions.
Pretty much exactly the spot you are saying they don't get dented.
, since that same person isn't likely into the details of how this came to be or the historical automotive design features I tried to incorporate - though there's a few. It really just has to speak to you, as with everything I try to focus on. We have a $9k brake system that's out of reach for maybe 95-99% of mud members, but it is by far the best system out that is properly engineered as if an OEM or motorsport team approached the 80 brake system. Not a fabricator who has limited knowledge on how brake systems work, and just thinks: "Big front calipers, put it on. Oh now we need big master cylinder!"(they cancel each other out in case you didn't know - bigger master cylinder decreases line pressure given the same pedal pressure applied, but now think about what that decreased line pressure just did to stock rears...). An official guarantee is that nothing remotely comes close to our braking performance. Lot's of videos of testing have been shared to prove it all. It's much needed when many 80 rigs are approaching 7000lbs and a few even going quite over. Now we're also seeing more 80's with engine swaps or turbo kits getting installed. What I'm getting at is that I'm more focused in bespoke/boutique products. 