During the course of building a street rod there are a number of memorable points where you can stop and appreciate the progress that's been made. For us it's when our project is up on four wheels and becomes a roller-that's where we are with RamRodder.
Building a gasser has been a departure from the type of car we're familiar with, so some creativity was required to set up the suspension. When construction began, the car put on a hoist, and reference marks indicating the centerline of the front wheels were made, then Fatman frame stubs were installed. In the rear the stock rear springs were used to locate the Currie axle housing and Morrison ladder bars fore and aft (see the July, '09 issue of SR for details on both). With diameter of the rear rubber, determined ride height in back was established very scientifically-we leaned the rear tires against the fenders, took a couple steps back then moved the car up and down on jackstands until it looked right.
A memorable moment late at...
A memorable moment late at night in the shop, Brennan is at home asleep in front of the TV so he can't bother me and RamRodder is up on wheels. The stance is just what we were after and the front wheels are centered in the fenders (although it doesn't look like it in this photo).
We wanted Ramrodder to have the classic slightly nose-high stance, so with the rear ride height determined attention was turned towards the bow of our Mayflower. We're using a Gasser frontend kit with a straight axle, Chevy spindles, and dual semi-elliptic springs from Speedway Motors so the only ride height adjustments would be spacers between the axle and the springs if necessary. Installation began by mounting the front springs with the center-bolts aligned with the front wheel centerline/wheelbase marks made previously (the spring brackets were just tack-welded in place so the position of the front wheels in the fender openings could be altered if necessary). It was just an educated guess, but we figured the front springs would drop at least 2 inches form the weight of the Hemi, which meant in this case the axle would have to go on top of the springs, but that was okay as there was plenty of room below the pan. With all the suspension components in place the Plymouth was up on all fours and it sat perfectly.
With the stance established, the next challenge was to figure out steering. We opted for Chevy spindles because they offer the greatest flexibility when it comes to mounting steering arms. The Speedway flat steel steering arms can be bolted to the top or bottom ears of the spindle and can they be mounted with the attachment tabs facing up or down, which provides a number of options for routing the drag link and tie rod. Of course, the steering gear was another consideration. With the axle as far away from the framerail as it is, a box with long sector shaft was needed to avoid a steep draglink angle or having to mount the box on a bracket hanging off the bottom of the 'rail. What we settled on was a '63 to '68 Corvette steering gear from Flaming River. A mount was fabricated from flat steel plate, and by notching the top of the 'rail the steering was positioned under the header, the steering column connection is a straight shot, and the drag link will be level.
At this point most of the suspension and steering components are positioned-now we have to go back and add a gusset or two and do lots of finish welding to clean everything up and make it all pretty. That will be the next memorable moment in RamRodder's construction.
 Because of the slope of the...  Because of the slope of the 'rails, the shackles were placed up front-they're longer than the fixed mounts, which makes the springs almost level when installed. To get the proper ride height we put the Speedway Motors axle on top of the springs and secured it with U-bolts. |  For spindles we chose the...  For spindles we chose the Mr. Roadster, the '49-54 Chevy style from Speedway. Modified from the original GM design, these forgings mount common aftermarket Mustang II disc brake rotors and a variety of calipers. |  The Mr. Roadster spindles...  The Mr. Roadster spindles take standard king pin kits, also available from Speedway. Unlike Fords, Chevrolet bushings do not have to be reamed after installation. Note the plugs and C-clips-they fit into the bores at the top and bottom of the spindles. |
 When installing the bearings...  When installing the bearings on the kingpins the open end must face down so water won't collect and grease can be forced out when the pins are lubricated (be sure to pack the bearings with grease during installation). |  Instead of the stock pinch...  Instead of the stock pinch bolts, the kingpins are locked in the axle with setscrews. Note the bearing goes on the bottom of the axle. |  For steering we needed something...  For steering we needed something with a long sector shaft, we found it in this '63 to '68 Corvette steering box from Flaming River. The mounts attach the box to the inside of the left framerail while the gear section fits over the top. |
 In terms of flexibility, these...  In terms of flexibility, these flat steel arms from Speedway for Chevy spindles offer a variety of mounting options. These have 5/8-inch tie rod holes for spherical rod ends. |  Speedway's 7-inch Pitman arm...  Speedway's 7-inch Pitman arm for GM 525/605 boxes also fits the Corvette box. It, too, is drilled for a 5/8-inch rod end. |  Our steering mount is simply...  Our steering mount is simply a flat plate with a slight bend welded to the framerail. When finished, the bottom of the mount will be boxed in. |