They say "different strokes for different folks," and that is certainly true in the automotive aftermarket. The proverbial cat has been skinned so many different ways there's nothing left of it, but that's what makes this fun!
The subject of suspension and handling is one of endless debate and depending on who you ask it may be easier to find the end of the universe than get a straight answer from two people as to what works "best." The word best is very personal, not close to the heart, but for your application. The best for straight lines is different than cornering, and most of that is different than what's best for all around driving. So a happy medium needs to be found, which is hopefully what we need for practicality and a little fun with the possibility for more.
This is where No Limit Engineering's Wide Ride independent front suspension system comes into play. The Wide Ride was designed to initially replace stock straight axle front suspension on older trucks. The Wide Ride isn't a resigned or altered Mustang II design either. No Limit designed the Wide Ride from scratch using CAD-CAM and Suspension Pro computer programs as well as decades of experience. No Limit wanted the Wide Ride IFS to be heavy-duty and not only be able to withstand the weight and bigger load (than street rods) of trucks, but to also take the abuse of aggressive, hard driving.
Here is No Limit's Wide Ride IFS kit for the '55-59 Chevy trucks with coilovers. There are Wide Ride kits for '48-72 Fords and '55-87 Chevys. As you can see, it's a comprehensive kit that while there is some labor to put it in, No Limit has most everything you need parts wise to get your truck back on the road, except brake fluid. All Wide Ride kits include: crossmember, control arms, coilovers, boxing plates, spindles, rotors, calipers, power rack-and-pinion, and 1-inch sway bar.
The Wide Ride crossmember is fully assembled and welded in a jig so it fits like it's supposed to and comes standard with big 12-inch brakes. It uses second-generation Camaro front-steer spindles in conjunction with a late-model T-Bird power rack-and-pinion and easy to find and replace Camaro ball joints. Together with the crossmembers, No Limit builds all their upper and lower control arms in-house using heavy-duty thick-wall tubing. Along with the brake upgrade options available (as if 12-inch discs weren't enough), you have your choice of three suspension configurations. One is with built-to-spec ROMIC coilovers, another designed with a Ridetech (formerly AirRide) airbags and separate shocks, or you can get it setup with highly versatile Ridetech Shockwaves. The sky is the limit, well not according to No Limit Engineering, call them for more guidance as far as which way to go for you.
Of course there is a certain amount of labor in upgrading and fully replacing the front suspension in anything and the same holds true for the No Limit Wide Ride. All that will be retained from the stock frame and suspension from the firewall forward are the framerails, core support mounts, and the bumper. To make a major difference to the way your truck rides and drives, you need to, well, make major changes! Of course, there is a good amount of welding involved and a 220-volt MIG or TIG welder is highly recommended for any frame modifications and capable hands to operate either one. For those in or planning to be in the Southern California area, No Limit offers install services. With the proper tools and know-how, the installation could easily be done over a weekend. It's not rocket science, but following directions and making careful measurements that will make for a nice finished product.
We have plenty of ground to cover, so we're gonna jump right in. You should all know what a '55 Chevy truck looks like to begin with. After taking everything off the front end, we're left with the framerails, front crossmember, and the bumper.
So if you are ready dump the straight axle and get with the program, get a hold of No Limit today. The guys at the shop took me for a white knuckle ride in a Wide Ride-equipped '57 F-100 on the less than smooth streets of San Bernardino, California, that left me with no doubt to its performance durability!
Start by taking off the rear leaf spring and upper shock mounts. These, of course, are riveted to the frame. Some people like Mike, like the cutting torch to remove rivet heads, some like grinders, cutoff wheels, air hammers, drills-choose your poison.
