Mid-century Chevys have been popular with the custom crowd ever since the first '49 models rolled off the assembly line. They were the basis for some of the most memorable customs of the '50s, including the Moonglow, La Jolla, and Larry Earnst cars, to name just a few. Back then, it's safe to say their popularity was eclipsed only by that of '49-51 Mercs and Fords.
Today, '49-54 Chevys are arguably more plentiful and popular than their Merc and Ford counterparts. There are many reasons why, not the least of which is that they remain affordable and relatively easy to find. They're also well supported by the aftermarket, and look good as both radical customs or more mildly hot rodded cruisers. Ruben Araujo is a Chevy guy who has several '49-54 models in his collection. His latest project, a '52 hardtop, was recently delivered to KA Custom, in Huntington Beach, California, for a resto rod makeover--that is, it'll remain essentially stock on the outside, but be updated underneath to make it safer and more comfortable on the road. Drivetrain details are still being determined (he's leaning toward a 235ci six with a later-model automatic), but there was one thing Ruben knew from the start: The stock front suspension had to go.
Like most independent front suspensions of the era, the mid-century Chevy IFS was a product of its time. It held on to beam-axle technology by mounting its spindles on kingpins, and employed geometry that was not very conducive to high-speed stability or even moderate-speed cornering. These suspensions were designed around tall, skinny, soft tires, and set up to provide a squishy, wallowing ride on two-lane highways with 55-mph cruising speeds. Don't even get us started on the steering.
While the Chevy suspension can be somewhat improved with select modifications, it's arguably simpler to replace it altogether. That's because the entire IFS, crossmember and all, is a bolt-on assembly that can be easily removed from the frame. Yank it out and you're left with parallel framerails that practically beg for that ubiquitous street rod IFS: the Mustang II.
Why the Mustang II? For the same reasons it has become so popular in prewar cars--it's easily adaptable, narrow enough to fit well under vintage cars, has good geometry, and is well supported by the aftermarket (which means replacement parts and upgrade components are plentiful and easy to find). There's also the benefit of rack-and-pinion steering mounted in front of the crossmember, which clears the path for all kinds of engine options.
KA Custom owner Kevin Francis chose a Mustang II setup from Heidt's Hot Rod Shop for Ruben's Chevy. Like most aftermarket suspensions, Heidt's offers its packages in several forms, from basic crossmembers (to which you add your own Mustang II components) to complete assemblies. There are also several options for springs (coils, coilovers, air springs) and components (formed steel control arms, tubular arms, stainless, etc.). Kevin went for the middle-of-the-road approach by selecting a Deluxe crossmember (which was fully ground and had the lower control arm spacers and supports welded on), plain steel tubular arms, coil springs, dropped spindles, and a GM-style disc brake package.
Installation was simplified by the fact that the Chevy's engine, radiator, and front sheetmetal were all removed before the car was delivered to the shop. With the path cleared, the old suspension came out in a matter of minutes, and the new one went together in just a few hours. Kevin's experience certainly contributed to the speedy installation, but you can see from the photos that Heidt's has made things straightforward enough so that most seasoned enthusiasts with proper welding skills could get the job done.
