Classic Performance Products 378 E Orangethorpe Ave., Placentia CA 92870

Classic Performance Products

1963-72 Chevy Truck Tubular Suspension Install Part Two

By Bob Ryder
In our previous "Totally Tubular" tech article, we visited Classic Performance Products in Anaheim, California, where we fol- lowed Jeff Wise and Danny Nix as they installed a CPP fat bar and track bar rear suspension setup.
   This second suspension article will feature CPP's front-suspension tubular upper and lower control arms, shocks, springs, engine mounts, and transmission crossmember.
   The tubular upper and lower control arms are designed to add 5 degrees of caster while providing full wheel travel and as little friction as possible. The tubular arms are made from 1-inch 120- wall DOM tubing, and the pivot barrels are thick 1-inch .188-wall DOM tubing to eliminate distortion from welding and hard use.
   The bushings are made from self-lubricating, non-squeak, patented plastic that will outlast any rubber or urethane and work at temperatures in excess of 400 degrees Fahrenheit. The billet 4140-alloy steel cross-shafts and sleeves are zinc-plated for lasting performance. The sleeves have an interlocking design that prevents the hardware from ever working loose.
The pivots carry both forward and back loads (the original cross-shaft pivot was designed to carry a forward or back load, not both). The control arm assemblies are a simple bolt-in installation with no modification required. They work with all factory and replacement power steering designed and developed a tubular transmission mount that is a direct bolt-on OEM replacement. For custom installations, the tubular mount can be located any place along the frame by drilling holes in the framerails. The 1-inch tubing provides maximum exhaust and ground clearance. The design also allows the exhaust to run over the mount for even more ground clearance for slammed trucks.
   The CPP tubular engine mounts are a direct bolt-in for either the original small-block V-8 or the LS1 When using the CPP LS1 engine mount adapters, big-block mounts are also available. The tubular engine mounts area fully gusseted twin-tube design with heavy-gauge mounting flanges. These mounts offer extra room for brake, fuel, transmission, and air lines inside the framerails.
   The CPP 3-inch-drop precision wound coil springs are heat-treated and tempered to withstand millions of cycles without losing their strength and sagging. They provide a sporty spring rate that complements the tubular control arms. The adjustable, nitrogen charged shocks are specifically designed for lowered trucks. The compression and rebound rates are matched to the CPP lowering coils and have an external adjustment to fine tune the ride and driving style.
   The anti-roll bar kit features a 1- inch-diameter solid roll bar with modern styling end links. The updated roll bar end links allow the bar to work bet- ter, with less binding and a longer bushing life. The extra-thick 3/16-inch low-profile mounting brackets keep the anti-roll bar geometry in the ideal work- ing range and have an extra 4 inches of ground clearance.

    We will be capturing the highlights on digital as Jeff and Danny install the CPP front suspension, transmission crossmember, and engine mount kits on the '67 Chevy C10's frame.

1...This '67 Chevy 1/2-ton pickup with a 350/350 automatic transmission and frame will be receiving all new CPP front upper and lower A-arms, 2-inch drop spindles, shortened coil springs, front gas-filled shocks, a shock reinforcement bracket, steering box, steering center link, tie rod adjuster sleeves, tie rod ends, pitman arm, idler arm, sway bar, sway-bar mounting brackets, and sway-bar poly bushings. To complete the frontend overhaul, an all new CPP transmission crossmember, poly trans mount, a pair of new engine mount brackets, and poly engine mounts will be installed.

2...The crusty front suspension components will be disassembled and replaced.

3...Jell Wise, CPP lab technician, begins disassembling the '67 Chevy front suspension. The '67 frame was actually pre-fitted using '73 up-front control arms and other suspension components.

4...The frame was given many hours of intense labor, including welding, grinding, and sanding, before the matte black paint was applied.

5...systems, with or without OE bumpstops. The lower control arm's one-piece, stamped, lowered spring pocket is flush with the lower control arm tube's bottom radius for a clean appearance. The upper and lower control arms will be teamed up with a pair of 2-inch drop spindles that will be major factors in the nose's lowering equation.
When lowering your early truck's sus- pension, it is important to make the undercarriage as flat as possible. One of the potential hangups is the OEM transmission crossmember that rests below the lower framerail plane.

6...After removing the steering box mounting bolts. Jeff discards the manual steering box.

7...He aligns and mounts the new CPP power steering box to the framerail.

8...Jell installs the new pitman arm on the splined pitman shall.

9...He uses an impact gun to tighten down the nut on the idler arm.

10...CCP installs a coller pin to guarantee the castle nut won't back off the idler arm shall. Wherever castle nuts are used, they are secured with cotter pins.

11...The steering will be joined together with a CPP center link, tie rod ends, and adjusting sleeves.

12...The front suspension will be lowered by installing CPP upper and lower A-arms 2-inch drop spindles, shorter coil springs, and gas shock absorbers.

13...To flatten out aggressive cornering, a CPP sway-bar kit will be installed, complete with mounting brackets, poly, bushings, and sway-bar links. Allowing the framerails to layout are a CPP transmission crossmember, mounting bracket, and poly mount. The custom CPP engine mount, brackets, and polyurethane mounts will finish off the frontend installation.

14...The steering center link connects the steering pitman arm to the idler arm.

15...The idler arm nut is secured using a pneumatic impact gun.

16...The CPP tubular upper A-arm cross-shall secures it to the framerail in the OEM mounting location.

17...Danny Nix helped Jeff mount the CPP lower control arm using U-bolts.

18...CPP's lower A-arm coil spring pocket is made of one-piece stamped steel. The coil spring pocket doesn't exceed the lower control A-arm's tubing plane line, which helps eliminate hanging up and scraping.

19...The CPP shortened coil spring is installed to support and work with the 2-inch drop spindle.

20...The 2-inch drop spindle is aligned and joined with the lower control arm ball-joint and secured with a castle nut and cotter pin.

21...The lower tubular A-arm is 3/8-inch shorter to help eliminate negative camber trom the front-end geometry.

22...A washer is welded in place to reinforce the elongated shock absorber mounting stud hole in the framerail.

23...The gas-filled shock absorber is aligned to the mounting stud.

24-25...To enhance the shock absorber mounting stud's strength, a CPP reinforcement shock absorber mounting bracket is bolted to the frame-rails.

26...The gas-charged shock links the lower control arm to the framerail mounting stud and reinforcement bracket.

27...A quick overview of the upper/lower control arms, 2-inch drop spindle, coil spring, idler arm, and shock absorber.

28...The CPP tie rod adjusting sleeve is threaded to the inner tie rod end.

29-30...With the inner tie rod installed into the idler arm, the outer tie rod is then threaded into the adjusting sleeve. The outer tie rod end's length is aligned to the spindle and secured with a castle nut and cotter pin.

31...A pneumatic gun secures the sway-bar mounting bracket to the framerail.

32...The larger diameter sway bar is installed using mounting brackets, poly bushings, and sway-bar end links.

33...A pneumatic impact gun secures the sway-bar poly bushing.

34-36...A look at both the passenger and driver side CPP dropped front-suspension components. The front view shows the system from spindle to spindle.

37...The original transmission crossmember is unbolted and removed from between the framerails.

38...The new lower profile CPP transmission cross-member is installed between the frame rails.

39-40...The original engine mounts are removed and discarded.

41...New CPP poly engine mounts are aligned and bolted to the engine block.

41-43...The CPP engine mount has a unique interlocking design that keeps the mount from slipping during installation.

44-45...The CPP tubular engine mount brackets align and lock with the engine mounts, then align with the original engine mount bracket holes in the framerails.

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