We've always admired the style of most '50s and '60s automobiles, which is one of the reasons we chose a '61 Ford Sunliner to be the 2015 ARP/STREET RODDER Road Tour car, of course the fact that the top drops made it even more attractive to us. But while we love its looks, anyone who has driven a car of that era can testify that back then manufacturers seemed to think ride comfort and handling were mutually exclusive. Sitting in seats that were like an overstuffed living room couch, drivers and passengers had the sensation floating down the road when traveling in a straight line. But when it was time to turn, stop, or even worse, make an evasive maneuver, the soft suspension resulted in massive body roll in corners with the skinny bias-ply tires screaming in pain, and panic stops resulted in so much nosedive it was like the car was trying to stand up on the front bumper.
Fortunately automotive tire and suspension technology have progressed dramatically since those days, and make no mistake they are closely related. As a result, attaching some sticky rubber to archaic suspension wouldn't produce the results we were after. We wanted it all, a great ride, responsive handling, and the ability to bring the car to a halt in a hurry, and that was the challenge we presented to the Gerber clan (Neal, and sons, Phil and Jeremy) and the crew at Roadster Shop.
Regardless of how good the suspension is or how grippy the tires are, if they're attached to a frame that flexes it's all for naught. To meet our goal, the Roadster Shop built a new solid foundation for the suspension in the form of a new frame, the details of which can be found in the Feb. '15 issue.
For the 20th anniversary of the STREET RODDER Road Tour we’re building a ’61 Ford Sunliner convertible. It will ride on a new Roadster Shop chassis with their REVO independent front suspension and four-bar rear.
With the frame fresh out of the jig, the next step was to attach new suspension on both ends. Up front we opted for Roadster Shop's new coilover-sprung REVO IFS. Starting with a blank sheet of paper, not another clone of the old Mustang suspension geometry, Roadster Shop has optimized camber and caster curves to provide the best combination of ride quality and street performance. By using CAD development software and design processes coupled with the latest in manufacturing procedures, such as laser, plasma, CNC milling, and turning, the Roadster Shop can produce parts with the utmost accuracy in an affordable suspension package. Along with modern suspension geometry the 2015 Road Tour ragtop new IFS will benefit from a stout antiroll bar and Flaming River rack-and-pinion steering.
With the front suspension installed the Roadster Shop crew turned their attention to the rear. The plan here was for a simple yet effective system that consisted of a Ford 9-inch axle assembly, four bars, Panhard rod, coilovers, and an antiroll bar.
The 2015 Road Tour Ford combines all of our favorite automotive elements—the cool styling of a bygone era, a top that drops, and contemporary road manners with a ground-hugging stance, thanks to Roadster Shop. We'll be following the completion of the car at Hollywood Hot Rods. To follow along and find out how you can join the ARP/STREET RODDER Road Tour, watch the pages of SR and check out streetrodder.com.
1. To create a solid foundation for the new suspension, Roadster Shop created a complete new frame for our Ford, something they are capable of doing for virtually any car. The new 'rails are constructed of 10-gauge cold-rolled steel.
2. The super-stout REVO front suspension crossmember is available on a new frame or for universal applications. The modular design takes the guesswork out of installation in a stock frame and maintains suspension geometry as designed.
3. With the crossmember installed, the quality of the Roadster Shop's work is evident. Note the gussets on the coilover mounts and the beautiful welds.
4. Offering 5.5 inches of wheel travel there are upper and lower rubber stops to cushion components in the event of full compression or extension.
5. To eliminate deflection and keep the suspension's geometry intact the upper control arms are made from 1-1/4-inch tubing, the lowers measure 1-5/8. TIG welded 3/16- and 1/4-inch gussets are used at the coilover and antiroll bar attachment points.
6. Greaseable Delrin bushings are used at A-arm pivot points. Although less compliant than failure-prone rubber bushings they are forgiving enough to ensure a comfortable ride while eliminating unwanted harshness.
7. Upper and lower ball joints are made in the United States by Moog. Wheel bearings are Timken and all hardware is plated Grade 8.
8. Zack installs the splined antiroll bar in the unique tubular housing that eliminates external mounts while providing more room for drivetrain components. Made from high-grade spring steel, these antiroll bars provide more consistent performance than convention bent tube antiroll bars.
9. Frontend alignment is simplified by the use of the four eccentrics on the lower control arms. They eliminate the need to remove the wheels, inner fenders, or any of the control arm bolts.
10. Wilwood Pro spindles are part of the package. Available in standard height or 2-inch drop the forged construction makes them three times stronger than comparable cast spindles. Brake options from 11- to 14-inch diameters are available.
11. Flaming River provided the Billet Power rack-and-pinion steering gear. Roadster Shop adds a unique brace as part of the steering mount that puts the attachment bolts in double shear and helps stabilize the rack.
12. REVO IFS comes with Afco coilovers. Non-adjustable shocks are included with the base kit, but upgrades are available to single and double adjustable.
13. The splined antiroll bar ends are fitted with arms with corresponding splines. Once in place they are secured with pinch bolts.
14. To connect the control arms to the antiroll bar C6 Corvette endlinks are used. Note the lower bumpstop.
15. The completed front suspension is clean, safe, and will provide the ride and handling characteristics we're after.
16. In the rear is what has become standard street rod equipment—a 9-inch Ford axle assembly. Note the coilover mounts have multiple attachment holes (arrows) and the attachment for the Panhard rod on the right side.
17. With the rear axle housing in position Adam prepares to attach the frame brackets. Check the diameter of those attachment links—deflection will never be an issue.
18. For maximum strength and rigidity the upper coilover mounts will be welded to the frame as well as the tubing crossmember.
19. As in the front a tubular antiroll bar is used in the rear. It fits into a tube that does double duty as an additional crossmember.
20. The completed rear suspension is simple, strong, and will be capable of handling the horsepower coming its way. Again, Afco coilovers are used.
