A '68-79 Nova or Camaro unit that is 60 inches hub to hub works well for a rearend. They fit best with 15x7-inch rims, as the wheelwells in these cars are narrow. However, 8-inch rims can be used by reworking the outer/inner wall of the wheelhouses. (If that seems confusing, just reach inside the wheelhouses and you'll understand.) A 58-inch axle (from a '65-67 Nova, '67-70 Mustang, or '75-80 Granada) will work just right with the wider wheels.
One of the unique features of the '49-54 Chevy rear suspension is the location of the center bolts in the springs. These center bolts are not actually in the center of the spring because of the brackets used on the torque-tube rearend housing. So, the wheels will not be centered in the fenders if a conventional mounting saddle is used on a replacement housing. To make mounting the rear axle easier, we offer mounting kits with 1 3/4-inch axle saddles already corrected for the spring pin location that centers the tires in the fenders. A lower shock mount is also provided, but upper mounts will have to be fabricated based on the ride height of the car. Fatman welds a 5/8-inch-id tube through the frame, and uses a 5/8-inch bolt long enough to mount the upper shock eye. Then, all but the five longest rear leaves are either removed, or POSIES rear springs are used to lower the car. Chassis Engineering makes an excellent rear spring and shock kit-that is the easiest way to go for a few more bucks. These cars need a rear sway bar, but no one makes one expressly for them. A rear sway bar originally made for a '40 Ford adapts easily, and is listed with other parts. You won't need a front sway bar unless you are nose-heavy with a big-block, top-heavy with a wagon, or run at a conservative ride height.
There are a number of choices when it comes to brakes. An ECI pedal adapter with a '67-72 Mustang 1-inch-bore, dual-master cylinder works well. Pedal effort is reasonable when used with the 11-inch disc brakes supplied in Fatman kits. A power-boosted pedal assembly is available, but it's a tight fit. A firewall-mounted pedal isn't as clean, but it's easier to install and service. Another option is a Mustang II master cylinder with a 15/16-inch bore. It's already valved for front disc and rear drum brakes and eliminates the need for a booster. Fatman's experience shows that the large front brakes provide proper front-to-rear bias without a proportioning valve to reduce rear pressure.
Of course, there are options to the Mustang II installation. Camaro and Nova subframes have been popular in the past, but they present problems with appearance, proper placement of the suspension, and difficult sheetmetal and bumper mounting. Excess width can also be an issue, but Fatman has narrowed tubular arms and dropped spindles for cars that have been subframed. For those who want to retain the original suspension, Fatman offers 2-inch dropped spindles and steering arms. Bolt-on disc brakes are also available; however, power steering and rack conversions have been attempted with disappointing results, so plan on staying with the stock steering box.
All things considered, '49-54 Chevys are easy and affordable to build, and the end result is a fun, good-looking car you can drive anywhere.
Parts List· MII IFS basic kit: $399· Hub to hub with standard polished stainless arms: $1,795· ECI disc brake adapter kits: $110 (Chevy) / $140 (Ford)· ECI master cylinder adapter (automatic only, no convertibles): $100· MP power pedal assembly: $370· NL firewall power pedal assembly: $390· Tubular motor mounts: $65· CE trans mount kit: $27 (for '49-52) / $45 (for '53-54)· Rearend mounting kit: $140· POSIES springs: $27 (f) / shackles: $20· CE SB3540R rear sway bar: $130· Two-inch dropped uprights and steering arms: $510· Disc kit for stock spindles: $140· Narrowed arms for GM subframes: $799
Leaving the engine in place...
Leaving the engine in place makes it a little more difficult to locate the shock towers, so a plumb bob is used to note the centerline of the axle at a reference point on the floor.
The shock towers must be positioned...
The shock towers must be positioned correctly for proper frontend alignment. The plumb bob is used to find the edges of the frame, and then simple arithmetic provides reference points on the floor 36 inches apart. Then, the shock holes in the towers are aligned with the reference marks using the plumb bob. This is an important part of our design. Fatman's experience with original frames has shown they are dimensionally all over the ballpark, so the company sets the shock towers in place by simple measurements, and then adds gussets for support rather than use them for positioning.
The gussets being used were...
The gussets being used were added to the towers after a mere two hours into the project. The strength of these frames is in the flanges, so we carry all fits across the entire face of the 'rail to concentrate stress at those stronger corners. Since these frames are only 14-gauge, they need the help. We never cut the flanges, and recommend welding through the original crossmember bolt-up holes to ensure the flange cannot separate at the 50-year-old spot-weld.
The end of the original steering...
The end of the original steering shaft was machined to a double-D to accept a U-joint. The shaft is held in the mast jacket by a shouldered bushing made from black nylon and a set collar.
A simple plate is welded to...
A simple plate is welded to the mast jacket and bolted to the floor to hold the shortened column in place. We lost the original bottom mount when the steering box was removed, but we needed to retain the stock column for the three-speed transmission's shifter.
A manual rack was used to...
A manual rack was used to keep things simple, so everything tucks in and fits nicely, even with the long six-cylinder.
Almost ready to roll-the stainless...
Almost ready to roll-the stainless A-arms and stock Mustang II four- cylinder springs are in place. The single-piston GM calipers and rotors came in kit form from ECI. ECI also supplied the adapters used to mount a '76 Mustang II dual-master cylinder under the floor.
This is Brett Vandervort's...
This is Brett Vandervort's own '49 Chevrolet Fastback. Built in '91 in a contemporary style, it has a Fatman Ultra Low kit with dropped spindles, a 500ci Cad engine, Turbo 400 transmission, and a 9-inch Ford rearend on POSIES leaf springs out back. A great road warrior, the Chevy has been on five Americruises!