1953-1962 Corvette Direct Replacement Chassis

2795 S.E. 23rd ¤ Lincoln City, OR 97367 ¤ Order (800) 824-1752 ¤ Tech (541) 994-7717 ¤ Fax (541) 994-2397

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1953-62 Corvette Replacement Chassis

Shown with Optional Pro Street Narrowed Rear Frame Rails

Now you can up-grade any First-Generation 1953-62 Corvette with our direct-replacement mandrel-bent 2 x 4 box-tube chassis. The standard chassis package is available with any engine and trans mounts, core support, body mounts and bumper-bracket mounts all in their stock location. The 2 x 4 x .120-inch wall box-tube chassis incorporates a 2 x 4 x .188-inch wall front crossmember. It features tubular upper A-arms 7/8-inch x .156-inch wall and 1-inch x .156-inch wall lower tubular A-arms connected to stock GM ’67-72 Chevelle disc brake spindles, with 11-inch rotors, calipers, and balljoints. The new "quick-turn" Flaming River rack-and-pinion steering unit features 3-turns lock-to-lock. The fully adjustable (stance) front suspension utilizes aluminum coilover shocks or optional ShockWave air springs that connect to a front multi-hole adjustable upper-tower attachment point for about 3-inches of stance adjustment and 2-position lower A-arm coilover or ShockWave mount to give you the stance you want (with 4-inches of total adjustment)!

1 & 2.) On this new chassis, we have modified the rear of our tubular X-member. The 1-1/2-inch x .120-inch wall tubular offset upper-and-lower X-members now connect to the thru-frame 4 bar crossmember. This strengthens the 4 bar crossmember to rear end connection, for big-block torque and power transfer it to the ground. We also have changed the position of the rear 4 bar. By moving the 4 bars inside the frame rails, you gain more room for larger rear tires.

3.) The trans-mount, shown, like the crossmember that ties the chassis rails together on each side of it, is a 1-3/4-inch diameter x .120-inch wall tube. The removable crossmember mounting pad has some adjustment in that it can be turned 180-degrees, but it is usually fabricated and positioned for the engine-and-trans you are using when you place your order. We have optional engine-and-trans-mounts sold separately, so you can decide later which engine-and-trans you want to use.

4.) This new IFS will put the handling, stopping and steering in your ’53-62 Corvette you’ve always dreamed of. The front crossmember features 2 x 4 x .188-inch wall construction with a 3-position adjustable upper mount and a two-position lower mount. The upper mounting bracket can also be flipped over for even more stance adjustment.

Our 1018 steel, 3/4-inch diameter, nickel plated lower A-arm cross-shafts are some of the largest in the aftermarket industry (other IFS use 1/2- or 5/8-inch OD shafts). For easy removal of the cross shaft from the crossmember, we have installed bronze bushings in the crossmember, preventing the shafts and crossmember from rusting togerther. For smooth control arm movement, and to eliminate telescoping road vibration through the steering, we use 90-Durometer urethane bushings to isolate the lower control arm.

Our standard kit, we provide you a manual or power steer rack-and-pinion, 11-inch GM disc brakes using ’67-72 Chevelle spindles, and balljoints, beefy 1018 D.O.M. (drawn over mandrel) seamless tube A-arms, aluminum coilover shocks and an adjustable stance that will give you a rod or resto look. Add our optional 1-inch diameter front antisway bar and Wilwood’s 13-inch drilled and ball-milled rotors with 6-piston calipers and a new optional ididit column and you won’t believe it’s the same old driver!

5, 6 & 7.) BRAKE LINE PLUMBING IS AVAILABLE

Complete chassis brake line plumbing is optionally available. This is a good investment if you have the budget for it. We use -4 AN stainless steel line, weld on the brake line chassis mounting tabs, mount your proportioning valve and provide stainless braided lines to each wheel with mounting tabs and bulkhead fittings.

8.) To mate the stock column with the new splined rack-and-pinion steering system, the bottom of your original column will need to be modified to connect to the new steering. We offer lower steering column modification kits that allow you to use the original column or we recommend a new ididit column designed specifically for the 1953-62 Corvettes. CLICK HERE TO SEE THE LOWER STEERING COLUMN MODIFICATION KIT.

Notice in the photo that the steering linkage has a support bearing on the top of the frame. With our optional 3 joint steering hook-up kit you'll be able to route around your stock exhaust manifold or aftermarket header.

9.) To accommodate the front bumper brackets on the ’58-62 chassis, the front of the frame rails are 1-inch thinner for the first 10-inches to accept the brackets (3-holes shown). Notice the core support is welded to the very front/bottom of the rails. The optional 1-inch diameter antisway bar that fits between the core support and the rack-and-pinion steering unit and connects to the lower control arm tab. Optional bumperette and license plate mounts avaliable.

10.) Our standard front brakes on our chassis are ’67-72 Chevelle spindles, 11-inch rotors, calipers and balljoints.

11.) The brakes shown are the optional Superlite Wilwood 6-piston calipers with 13-inch drilled and ball-milled rotors in all black. These rotors are available with either 5 on 4-1/2 or 5 on 4-3/4 wheel bolt patterns. Three different sized caliper pistons on each side (of the rotor) create maximum clamping pressure. These are the brakes to have if you want to stop like a new Corvette. We offer power brake master cylinder kit that directly bolts in. CLICK HERE TO SEE THE POWER BRAKE BOOSTER and MASTER CYLINDER

12.) At the top of the upper control arm tower is where the stance adjustability happens. Since there are two holes in the bracket, the four holes in our tower offers you a three position upper mount adjustment (using two holes for each movement up-or-down). These three positions will give you about 3-inches of adjustment up-or-down. For extra strength, the mounting surface of the bracket has a double thickness where it mates to the upper tower. The bracket can be flipped for an additional 1-inch up-or-down. No other manufacturer offers 4-corner stance adjustability like we do. CLICK HERE TO SEE A CLOSE-UP OF THE UPPER TOWER ADJUSTMENT.

13.) The thru-frame crossmember, that houses the rear urethane-bushed 3/4-inch diameter antisway bar, is welded on both sides for maximum strength.


14 & 15.) Notice, the urethane bushed Panhard bar next to the crossmember. It has a 1-inch diameter x .120-inch wall and is adjustable. We build a completely new jig-built 9-inch rear end with new Dutchman 31 or 35 spline alloy axles, new flanges, new axle tubes, new center housing, new third member gasket, Nylock nuts, and washers.

16.) Looking toward the rear, at the front of the 4 bar bracket connection, you can see the two tubes from the center X-member at the bottom of the photo. This is one of the areas where we up-graded the chassis to have more strength for BB torque. The ends of our (1 1/4-inch diameter x .120 wall) tubular center X-member now connect to the front of our 4 bar thru-frame crossmember and the 4 bar bracket. This adds more support to the forward urethane bushed (1-inch diameter x .156-inch wall) 4 bar and we’ve added additional holes (shown) for the forward 4-link adjustability.

17.) Looking at the outside of the right rear frame rail where the 4 bar thru-frame crossmember comes out, you can see how all the connections are tig-welded. You’ll notice the rear of the chassis has been tubbed about 4-inches and the body mount plate (with hole) connects it all together with a weld on each side of the thru-frame forward 4-link crossmember. Notice how many places the forward 4-link crossmember is welded to the chassis. The body mount on the right and the 4-inch section (on the left) where the chassis is tubbed, weld to each side of the thru-frame crossmember. This crossmember is not leaving the chassis any time soon! We tig-weld every connection to keep heat warp to a minimum.


18.) At the rear, you can see how the arms from the thru-frame antisway bar (on the outside of the frame) connect to the axle housing via an adjustable link.	19.) Notice, these rotors like the fronts are both drilled and ball milled and directionally vented. These rear 12.19 rotors have an internal parking brake (drum) and are available in either 5 on 4 1/2 or 5 on 4-3/4wheel bolt pattern rotors.

20.) Looking at the forward 4-link bracket on the right side of the chassis, you can see where the 18-inch long adjustable urethane-bushed (1-inch diameter x .156-inch wall) 4 bars connect to the bracket. We offer additional holes in the forward 4 bar mounting brackets to adjust the instant-center. Adjusting the forward ends of the bars closer together will help lift the car at the point where the bars intersect (if lines were drawn to the point where they intersect). This changes the weight transfer and loads the tire bite to the ground. This design is not intended for full blown racing. We just gave you a couple of extra holes for adjustment so you could possibly find a better launch. We do however offer multi-hole Instant-Center forward 4 bar brackets, if you want to really dial-in your launch. These Parallel 4 bars (as shown) will work just fine under your street vehicle without adjusting the front mounting points.

21.) The rear 2 x 4 x .120-inch wall crossmember has both body mount holes and bumper bracket holes. Since the rear of the chassis is tubbed 4-inches the bumper mount has been moved outboard to correctly locate the rear bumper.

22.) We also install a new drain-plug in every new Currie housing.