It’s possible to install aftermarket a-arms and other components on a stock subframe, but you’re still out of pocket to the tune of $1500 or so for some of the systems. For bucks down folks, there has to be another way.
For several years, there have been two options to adjust the ride height of your vehicle on the fly – hydraulics and airbags. Both have their strong and weak points – but the geniuses at Mittler Bros Machine and Tool have combined the best of hydraulic ride height control with the ride comfort and feel of coilovers.
![[Video] Project Chevelle Test Day: Suspension & Brakes](https://www.racingjunk.com/news/wp-content/uploads/2018/05/lpl-376x206.png)
This time Team Chevelle took the ’72 out to test the stock brakes and suspension.
Last issue, we began our look at coil springs – both conventional jobs and coil over examples. There’s a lot more to cover and we’ll complete the series with this segment.
Aside from shock absorbers, springs are one of the most important and often most misunderstood pieces on a car (race car or otherwise).
Tubular upper control arms with specialized ball joints can give you a suspension that can tackle just about anything you throw at it.
A number of manufacturers offer good 4-link suspension systems, but Heidts make one of the few that is truly bolt-in.
You can almost completely eliminate wheel hop by removing your leafsprings and installing a quality 4-link rear end.
No matter how much money you put into it, the rear suspension on your 70-73 F-body has one glaring shortcoming: It’s got a solid axle. There’s a way to overcome that, though. It’s called an independent rear suspension (IRS).
Mike Aguilar shows you how to tighten up the handling of your F-body by installing an IRS.
