Getting Your First-Gen Corvette Properly Framed

Additional options include 1-inch diameter sway bars front-and-rear, 11-inch Camaro or 12-inch Impala/Caprice disc brakes (spindle, rotor and caliper) with the same front ball joints. Jim Meyer Racing also offers an optional dual-chamber master-cylinder kit with proportioning valve, plug and "T" to splice into your stock brake-line system or Jim can plumb your new chassis with stainless steel lines. He also offers a custom power-brake unit with a 7-inch-diameter booster that fits in the stock firewall location without modifications.

For superior stopping, handling,... 

   

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For superior stopping, handling, and braking, the identical IFS that comes with the chassis package is also sold separately. This same Jim Meyer bolt-in IFS will make your '53-'62 Corvette drive like a totally different car. It bolts to the same original factory holes as the '49 Chevy IFS. No cutting or grinding is necessary. An optional steering-linkage kit and dual-chamber master-cylinder kit complete the installation.

The biggest single improvement you could make to your '53-'62 Corvette is installing the bolt-in IFS, which installs with basic hand tools (at home), using the same original factory holes. Complete installation of any of the Jim Meyer Racing products mentioned in this story, including the chassis, is available at Jim's shop in Lincoln City, Oregon.

The customers that have had either a new chassis or a bolt-in IFS installed in their first-gen Corvette will talk your leg off about how well their old Corvette now handles, stops, and steers over the old Chevy front suspension and brakes. Jim says, "Go to the web site and download the '53-62 Corvette IFS instructions and see if this is something you could install at home." You can call them direct or download a catalog or any installation instructions at no charge by visiting, www.jimmeyerracing.com.

For additional strength, Jim...        read full caption For additional strength, Jim installs a thru-frame crossmember just above the third member that is welded on the inside-and-outside of the rails. The hollow tube actually houses the urethane-bushed anti-sway bar with adjustable splined-ends.	The rear of the X-member attaches...        read full caption The rear of the X-member attaches to the rails just on the other side of the four-link bracket on the outside of the rails for more beef. The outer four-link bars are also urethane-bushed on both ends.	In this view, you can see...        read full caption In this view, you can see that the anti-sway bar goes through the frame and is mounted in urethane bushings. Ford Explorer rear disc brakes with solid rotors (missing) incorporate a parking brake (shoes showing) inside the rotor. The inside of the rotor acts as the drum for the (now) exposed shoes.
The jig-built, 9-inch housing...        read full caption The jig-built, 9-inch housing is available any width with new flanges and 31-spline Dutchman Motorsports alloy axles. Posi-traction third members are optionally available with any ratio.	The same adjustability is...        read full caption The same adjustability is incorporated at the rear of the QA1 coilover shocks. Like the front, the rear also has about 3 inches of stance adjustment. You should be able to get the stance you like best: rod or resto. All brackets are welded to the 9-inch housing before it is straightened in the alignment jig. Optional Air Ride Technologies sleeve-over-cone rear air bags are a direct replacement with the QA1 coilover shocks if you like your ride on the ground when you park it.