Firm Footing

In the Aug. '04 issue of CHP ("Ahead of the Curve"), we changed over to an OPG quicker ratio box and new power steering pump on our one-owner '64 Chevelle SS convertible. While this made a great initial improvement, the car lacked road-hugging driveability, and as far as the factory four-drum system was concerned, it wasn't there. The car simply would not stop. Though these concerns are endemic to many musclecars, fear not loyal readers, we'll show you that a few phone calls and a little quality garage time can greatly improve the driveability and stopping performance of your latest project.

When this car was showroom-new, hard cornering or brutal stopping power weren't the major concerns they are today in relation to vehicle performance or sales. Indeed, our first-year Chevelle "SS" is equipped with mundane A-arm independent front suspension and a single-outlet master cylinder prodding 8x2-inch brake shoes that may have been state-of-art 40 years ago, but are laughable by modern standards. Installing new-tech suspension components greatly increases performance driving characteristics, roadability, and active avoidance, as well as personal safety. These systems combine to deliver a corner-eating ride and enviable stopping power, bolt directly onto stock spindles and axlehousings, and require only basic mechanical skills to complete.

Braking System
We contacted Baer's Chan Martinez for advice on bolt-on brakes, and we further challenged his recommendation in that the system must accommodate 15-inch wheels. Chan's reply was the Serious Street Baer Claw brake package that fits within any stock or aftermarket 15-inch wheels and slips over either drum or disc brake spindles. The Serious Street systems are currently available for '67 to '69 F-bodies, '68 to '74 X-bodies, and '64 to '72 A-bodies. Chan matched the rear brakes to the front ones with the Rod & Drag package, thus giving our Chevelle a four-wheel disc system for competent stopping ability. This combination required a dual-reservoir master cylinder, which is provided in the kit. Since we were in this deep, we wanted to add a power booster as well. Our final upgrades were new hydraulic lines, and Original Parts Group had all the pre-bent hydraulic lines we needed. They fit perfectly and saved a ton of time and effort. We also changed out the cross front, front-to-rear, and rear-axle line sets. Additional pieces that made the installation easier included a power brake booster fitting for the intake manifold, a brake booster hose kit, and a new pedal pad, too.

Suspension System
The geometry developed by Doug Nordin of Global West Suspension Systems included his CTA-47A (upper) and CTA-42L (lower) tubular control arms. Both sets are built with 5 degrees of positive caster, which provides better straight-line stability and enhanced corner entry. The front A-arms come with Del-A-Lum bushings, billet cross-shafts, ball joints, and polyurethane snubbers already installed. The lower A-arms are complete as well and include rotating spring cushions and Heim-joint sway bar connectors. We completed our system with Global's S-13 1-inch drop front coil springs.

In the rear, we installed Global's complete trailing arm conversion as well as his new coil springs. Doug fits Del-A-Lum bushings and spherical bearings at the frame ends of the upper and lower control arms for smooth, controlled suspension travel without bind or deflection, so you wind up with a car that handles like crazy without a harsh ride. To further bolster deflection, the uppers and lowers are tied together with control arm mounting braces.

In place of the dime-store dampers, we chose Edelbrock's new Classic Series IAS shock absorbers for their gunmetal gray OE appearance and nostalgic Edelbrock logo. These gas-charged dampers incorporate the Inertia Active System variable valve technology that automatically adjusts to road and driving conditions. They come complete with urethane bushings and shaft dust covers.

Installation
John Barbera and Paul Morrow at Johns Customz & Performance applied their expertise as well as their wrenches to the Chevelle. They removed and cataloged each original part for future reference. Readers should allow at least a weekend for this task, read the manufacturer's instructions carefully, and follow factory torque settings when not specified by the parts maker. On top of this, use sturdy jackstands to support the vehicle, have access to a quality tubing bender, double flaring tools, a floor jack, and a good set of sockets and handtools.

Driving the revitalized Chevelle is like the difference between walking on ice and running in custom jogging shoes. The suspension that was once made of marshmallows now responds to steering commands with tight, crisp reactions. Brakes that used to take 224 feet to grind down from 60-to-0 do it in a little less than 133 feet. That's a more than 40 percent improvement and the pedal isn't bouncing off the floorboard but instead modulating well and telegraphing a reassuring feel to your foot. In this instance, change doesn't come cheap: The brake system with accessories has a suggested retail of $2,190, and the complete suspension conversion retails for approximately $2,225. But once you experience the graphic proof, the results will more than justify the cost.