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Thread: '59 Corvette chassis mods

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  1. #1
    Registered Member chevynut's Avatar
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    '59 Corvette chassis mods

    Thought I'd post a couple of pics of some chassis work my son and I did on my interior guy's (Larry) 59 Corvette AME chassis. We had already built a C4 conversion for Larry for a 55 Chevy which he ended up selling because he decided he has too many projects. This project started with an AME chassis with a C5/6 front end but with bare frame rails in the rear. Larry had a few C4 rearends and decided he wanted one in his '59 without paying the $10K for the AME IRS.

    The work involved putting the chassis in our frame jig at the stock 102" wheelbase. We did that by placing the chassis over the IRS we have in the jig, and locating the front spindles at that wheelbase, then building stands to hold the front end at the correct ride height. The rear ride height was kept at AME specs with some mods to the jig. Larry bought a CNC-machined batwing for the early C4 Dana 44 IRS that was narrowed about 9" from stock. It's a beautiful piece...

    IMG_1103.JPG

    We started out by narrowing the rear frame rails 4.5" and building the batwing brackets to position the center section at the correct height. Then we moved and narrowed moving/narrowing the shock crossmember.

    Larry mocked up some 4" narrowed (2" per side) halfshafts so we could use them in the build. He's going to have new ones built for the final assembly.

    Then we had to locate the dogbones and build the structure for them. We used a splined swaybar and fabbed some threaded plates we welded to the frame. Then we added axle bumpers, built custom shock mounts, and removed the adjustable transmission crossmember brackets and built a custom crossmember. Larry's happy as a pig in sh*t.

    20190911_010.JPG


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    Last edited by chevynut; 09-30-2019 at 12:24 PM.
    56 Nomad, Ramjet 502, Viper 6-speed T56, C4 Corvette front and rear suspension


    Other vehicles:

    56 Chevy 2-door BelAir sedan
    56 Chevy 210 4-door sedan
    57 Chevy 210 4-door sedan
    1962 327/340HP Corvette
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    2003 Chevy Silverado 2500 HD Duramax
    2019 GMC Sierra Denali Duramax

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    It doesn’t look like any 59 vette chassis that I ever seen. Looks like a lot more frame than the 59 ever had. Looks like some body fitting issues in the rear trunk area. Will the corvette body fit?

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    Registered Member chevynut's Avatar
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    Quote Originally Posted by Gmvette View Post
    It doesn’t look like any 59 vette chassis that I ever seen. Looks like a lot more frame than the 59 ever had. Looks like some body fitting issues in the rear trunk area. Will the corvette body fit?
    It's an AME (Art Morrison Enterprises) chassis as I said in my post, not a stock one. Yes it's a lot more frame than the 59 ever had....and a lot more engine and transmission going into it.....LS3/TKO600. Larry will be doing some body mods in the rear area to make everything fit. We consulted extensively on how to put this all together and it's not the first time someone has done a C4 rearend conversion to a C1. He should be able to fit a 305 tire under it in the rear.
    56 Nomad, Ramjet 502, Viper 6-speed T56, C4 Corvette front and rear suspension


    Other vehicles:

    56 Chevy 2-door BelAir sedan
    56 Chevy 210 4-door sedan
    57 Chevy 210 4-door sedan
    1962 327/340HP Corvette
    1961 Willys CJ3B Jeep
    2001 Porsche Boxster S
    2003 Chevy Silverado 2500 HD Duramax
    2019 GMC Sierra Denali Duramax

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    Registered Member NickP's Avatar
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    Who did the BatWing

  5. #5
    Registered Member chevynut's Avatar
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    Quote Originally Posted by NickP View Post
    Who did the BatWing
    Larry bought a set of CNC machined dogbones from Street Shop, which is who made the batwing. Don't ask me what it all cost, but I'll bet it wasn't cheap.
    56 Nomad, Ramjet 502, Viper 6-speed T56, C4 Corvette front and rear suspension


    Other vehicles:

    56 Chevy 2-door BelAir sedan
    56 Chevy 210 4-door sedan
    57 Chevy 210 4-door sedan
    1962 327/340HP Corvette
    1961 Willys CJ3B Jeep
    2001 Porsche Boxster S
    2003 Chevy Silverado 2500 HD Duramax
    2019 GMC Sierra Denali Duramax

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    Registered Member NickP's Avatar
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    It would be interesting to know what the prices were, especially the dog bones. We have the plate waterjetted for them, still working on the program. They are 7075 T6. The bearings are rebuildable.


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    Registered Member NickP's Avatar
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    You need a set of my dog bones for that thing. Or, as you may know, RideTech is building some C4 stuff now.

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    What is the big benefit of a narrow axel over a wide axel, especially on an IRS? Seems backwards to me. Something to consider, with your single shear dog-bone mounts, it would be a great application in which to use spherical bearings on., which would eliminate the twisting forces. A little noise is just part of the mechanical symphony.
    Last edited by 55 Rescue Dog; 10-01-2019 at 05:02 PM.

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    Quote Originally Posted by 55 Rescue Dog View Post
    What is the big benefit of a narrow axel over a wide axel, especially on an IRS? Seems backwards to me. Something to consider, with your single shear dog-bone mounts, it would be a great application in which to use spherical bearings on., which would eliminate the twisting forces. A little noise is just part of the mechanical symphony.

    This is exactly what I was inquiring about but c-nut discounts that. You (55 Rescue Dog) seems to understand my concern. “More directions” as in arc travel not linear straight line. The smaller the arc radius the more inward and outward displacement. I just see a lot more than 2” spindle movement up and down suspension travel on an arc path centered on the inner u joints. Spirited driving will see a lot more. So I don’t buy 2” travel. Pot holes are more not to say inclines and bumps.

    The purpose of a 4 link is to control the up down movement so it is more linear rather than arc. True this is more of a concern with a sprung differential. Thus the position of the pivot and link length will have optimum functional positions and lengths. This is what is implied by “tuning” regardless if a fixed or sprung differential.

  10. #10
    Registered Member chevynut's Avatar
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    Narrowing a C4 IRS allows you to run a wider tire under the car with a deeper (less positive offset) wheel and it makes changing the tires easier. It's that simple, and there are minimal if any negative effects. How many times have I explained this now?

    The wheelwell lips on a C1 are 68" wide inside, which is over 3" narrower than a tri5.
    56 Nomad, Ramjet 502, Viper 6-speed T56, C4 Corvette front and rear suspension


    Other vehicles:

    56 Chevy 2-door BelAir sedan
    56 Chevy 210 4-door sedan
    57 Chevy 210 4-door sedan
    1962 327/340HP Corvette
    1961 Willys CJ3B Jeep
    2001 Porsche Boxster S
    2003 Chevy Silverado 2500 HD Duramax
    2019 GMC Sierra Denali Duramax

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