![]() This is an obvious upgrade to the flimsy stamped steel arms, but it also saved us lots of time, as they were already set up with new bushings and ball joints. We chose to also upgrade to CPP’s tubular upper control arms (PN 6267TCA-UKB). There are many ways to upgrade the suspension, in addition to the MINI Sub-Frame Kit. Then we can start removing the cotter pins and loosening (but not completely removing) the ball joint nuts. We’re doubling up on this teardown by also preparing for a disc brake conversion, so we stripped the spindle of its original drum brakes. Additional benefits are increased ground clearance, more stability, and an additional adjustment point for alignment. It’s a simple solution to a 60-year-old problem, and it’s something that can be installed in the comfort of your home garage and be back on the road by the end of the weekend. The A-frame–style control arm features two mounting points: one that bolts to the original control arm mount and one that bolts to the CPP MINI Sub-Frame crossmember. Using a regular floor jack, we lift the front of the car and secure it with jackstands placed behind the engine, leaving plenty of room to move around underneath the car.ĬPP’s MINI Sub-Frame Kit (PN 6267TCA-KB) is a bolt-on system that uses existing holes in the framerails for mounting the subframe. A two-post lift is the ideal situation for this front suspension rebuild, but we’re tackling it in the comfort of our home garage. For that, we called Classic Performance Products (CPP) and ordered a MINI Sub-Frame Kit, which includes a custom 1/4-inch steel crossmember and tubular lower control arms to improve the front suspension geometry and remove the pesky strut rods altogether. ![]() We could’ve easily replaced all the bushings with stock equipment and been back on the road, but we wanted a long-lasting upgrade that would eliminate a major problem area. Our ’66 Chevy II project car had all of the signs of a worn-out front suspension, and it was time for an upgrade. The flaws of this design are amplified by age, as worn or cracked rubber bushings allow the front suspension to flex and provide unpredictable handling. We’re about to change that.ġ962-67 Chevy IIs have a reputation for darting under braking and other unfavorable characteristics, such as inconsistent suspension alignment. Early Chevy IIs are known for wonky handling and an inability to retain proper suspension alignment. You can buy the car today for $31,995.Check This Out: Gauging the Nova Our starting point for this project includes a crusty front suspension with rotten bushings, sloppy ball joints, and those dreaded strut rods. Overall, this ’66 Nova clearly hides a lot of surprises behind its almost stock body, but like all good things in life, these upgrades obviously come at a price. The interior has also received plenty of goodies, and the driver will be spoiled with a new custom center console, blue vinyl bucket seats, an audio system with a Rockford Fosgate subwoofer, custom Dakota Digital gauges, and a Vintage Air climate system. Driven for just 614 miles (988 km) since the restomod treatment was completed, the engine works together with other mechanical upgrades, including Larry's Electric harness, a Holley oil pan, CPP exhaust manifolds, and a Mustang II front end from CPP with tubular upper and lower control arms. The tweaks under the hood of the Chevy, however, are the ones that received much more attention, and it all starts with the 5.3-liter V8 engine paired to a 4L60E automatic transmission. This is why the restomod package included only a few exterior modifications, such as a cowl hood, a new front spoiler, tinted windows, and 17-inch Rev wheels. The folks over at Survivor Classic Car, the garage in charge of finding a new owner for this Nova restomod, claim the purpose of adding only a bunch of improvements to the stock body was to obtain a muscle car look. The wagon you see here was one of the Novas manufactured in 1966, but as you can easily figure out by simply browsing the photo gallery, it was part of a major transformation that eventually brought upgrades in almost every single area. The car was offered in four body styles, namely 2-door sedan and hardtop, and 4-door sedan and station wagon, with the top-of-the-line version remaining the Nova SS.
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