For ride, handling, and adjustability nothing beats Air Ride Technologies Shock Waves. Here the fronts are being installed. | 
One of the unique features of the Total Cost Involved IFS are the upper control arm eccentrics. By rotating them, camber is set; by moving them fore and aft, caster is adjusted--simple and effective. | 
After the upper A-frame is installed the alignment can be approximated. Note the two set screws that hold the eccentric in place; the visible hole is for a tool to move the eccentric when adjustments are necessary. |
To help negotiate corners at a brisk pace anti-roll bars are a recommended addition to any chassis, the '36 will have them front and rear. Up front the lower Shock Wave mounts double as attachment points for the anti-roll bar. | 
With the front suspension complete, the manual rack can be installed. It's a straight shot from the steering shaft, under the motor mount to the column. | 
For strength and reliability, a Currie 9-inch rearend was selected, it will be mounted via four bars. |
The Panhard bar mounts to the snout of the Currie centersection and a bracket on the left framerail. | 
Tapered bag Shock Waves are used in the rear, the rear anti-roll bars remains to be installed. | 
The brake pedal, dual chamber master cylinder, and vacuum booster mount to the X-member. Brake and air suspension plumbing was installed by Total Cost Involved; that's the hydraulic brake light switch on the right. |
Brake and air lines were made from stainless steel with AN connections used throughout. The upper fitting is an air line for the suspension, the lower is a brake line connection. | 
As the air springs move, it's necessary that the supply line is flexible. To that end, braided line was used on all four. | |