There’s never been a better time to tackle a custom project, as today’s aftermarket can supply pretty much anything you need, especially if you don’t stray into oddball vehicle territory. The venerable Tri-Five Chevy is a case in point, where much like a ’32 Ford, brand-new steel bodyshells and new chassis are available.
With its vast line of suspension, brakes, and steering parts for both Chevy and Ford (cars and trucks), Classic Performance Parts (CPP) should be a familiar name to most readers. When it came to lowering Paul Gauvry’s ’55 Chevy wagon, CPP really was a one-stop shop, and supplied not only the suspension parts, but a complete brake system and the necessary steering parts to upgrade the longroof to a comfortable cruiser with the stance to match.
Here’s our subject, a stock four-door ’55 wagon on skinny whites ’n’ five-spokes. The drum brakes, sloppy suspension, and vague steering weren’t exactly up to par for today’s freeway traffic.
We’ll deal with the braking and steering assemblies in future issues and concentrate on the lowered suspension here. Not only is the entire system a bolt-in deal, but each separate assembly, such as the upper or lower control arms, come with installation instructions, making the fitting process painless and simple. The instructions are also available from the company’s website (www.classicperform.com). In fact, the hardest part of the install is probably removing the rusted old components from your project! A word of caution though: Treat compressed coil springs with the respect they deserve, as they can be lethal if removed or installed incorrectly.
If you thought lowering your car the correct way—not heating the springs until the car drops to the desired height—was complicated, think again. With little more than a decent set of hand tools, floor jack, and jackstands, this suspension drop should easily be completed in a weekend.
