It absolutely boggles my mind to think what we (and our parents) had to put up with during the '60s. Next time you wax nostalgic for the good ol' days, just remember the black and white TV set that you had to get off the couch to change channels for, the land-line telephone with that slow rotary dial (and a cord!), that typewriter you used to write real letters with, or the crappy suspension in the family truckster.

Your TV remote control would only have to malfunction once, and in a split second you'd be on your way to Best Buy for the newest 60-inch flat screen plasma set. Yet somehow it's "cool" to suffer through an ill-handling antique suspension on a 40-year-old car? Not only is it not cool, it's downright dangerous. At some point, a healthy, properly handling suspension stops being a luxury, and starts being a necessity. Back in the day, we put up with lots of body roll, poor grip, bad brakes, positive camber gain, sloppy steering, and snap oversteer-and we actually became pretty good at it. Every driver on the road had to manage the same set of problems, making the playing field more or less flat. Someone making a panic stop in front of you, for instance, would have the same slow mechanical reaction time as you. But cars are far better these days. Even the lowliest Toyota can outstop, outturn, and outmaneuver a car like our stock 1968 Chevy Nova. Ugh. So not the plan.

I started researching the suspension options in earnest while putting together the May '10 issue when we did our Camaro/Nova suspension guide. And while all 44 suspensions profiled in Christopher Campbell's epic story would be a vast improvement over stock, we decided to take one of the simpler routes. We chose to go with Classic Performance Products for a couple of reasons: It would be minimally invasive (read: bolt-on), thus better reflecting what the average guy could easily accomplish in his driveway, and CPP's à la carte system would allow someone to duplicate our results at their own pace while keeping the car on the road.

The cool thing about CPP's suspension components for the '68 Nova is that they are compatible with all '68-74 GM X-bodies, which includes the Nova, Pontiac Ventura II ('71-74), Buick Apollo ('73-74), and Olds Omega ('73-74). X-bodies built after 1974 had a slightly different suspension design, so you'll want to consult with CPP before purchasing anything for X-bodies built from 1975 to 1979. All the CPP parts we plan to use on our '68 Nova are also fully compatible with the '67-69 Camaro and Pontiac Firebird, so F-body guys can follow along too. (And as a heads-up to '64-72 A-body owners, the drop spindle and front brake system is also a direct bolt-on for you guys too, so stay tuned.)

The logical step before moving on to our suspension parts was to select a wheel and tire combination that is compatible with our planned use on the street and the track. Before jumping in, we spent a good amount of time pouring over the wheel and tire posts at StevesNovaSite.com and Novas.net. (The Wheels & Tires section at Novas.net was especially helpful!) Both sites have a lot to offer the hard-core Nova guy, and if you haven't visited either, we suggest you book on over there soon. Thankfully, a lot of other folks have done the tire/wheel heavy lifting, and we were able to lock onto the right wheel size, offset, and tire size with little drama. Since the end objective is to equal the grip, handling, and braking performance of today's best factory performers (such as the C6 Corvette) we selected a fairly aggressive tire in Nitto's NT01 DOT-legal summer performance tire. We paired this with a set of classic-looking Vintage Wheel Works V40 hoops. For more on the sizes and backspacing, check out the accompanying sidebar, "Getting A Grip."

I brought our Project Nova over to Classic Performance Products in Anaheim, California, for the series of installations, and was met by CPP's Craig Chaffers. Using a four-post lift, we finished Part 1 in about three hours. This consisted of the upper and lower front control arms, front lowering springs, KYB shocks, and a front sway bar. Since we plan on upgrading to CPP's Big Brake disc package, we swapped out the drum spindles for CPP's 2-inch lowering spindles, but those will be covered with the brake install later. Our tally for these items (minus the spindles) was $1,050; this is way less than a complete front subframe swap, yet should give us 90 percent of the benefit of systems costing five times as much.

As cool as a classic Nova or Camaro is, one thing is certain: all the joy of ownership evaporates the moment you take a corner hard. Originally built as a six-pot, drum-brake car, our Nova is especially disobedient in traffic. With CPP on the job training our Nova, we predict a well-behaved performer capable of taking a bite out of the competition!

Getting A Grip
There's a long road ahead for our '68 Nova project car, and it starts with the right tire/wheel combo. No suspension system is worth a hoot without a grippy set of tires. Moreover, you won't want to even think about ordering good brakes without choosing your wheels first, so we were forced to deal with the cosmetic aspect of the wheels before addressing the rest of the performance.

To rectify the situation, we reached for two of our favorite companies: Vintage Wheel Works and Nitto. First, the rolling stock. Nitto makes more super sticky tires than just about anybody, and their NT01 is our favorite all-around street/track tire. They're on our '68 Chevelle and '65 Olds, and they were on our '76 Camaro. They flat-out work when pushing a car at 10/10ths on the track, and they are quiet and unobtrusive on the highway. With a 100 treadwear, they also have a decent life expectancy, and we fully expect to go 15k on them while tracking them regularly. (That's like, what, seven dog years?)

For wheels, we ordered a set of Vintage Wheel Works V40s, the same hoops that are on our '68 Chevelle. We researched wheels for the '68-72 Nova, and settled on 17x7 for the front (4 7/8-inch backspace, 5x4.75-inch bolt circle), and 17x9 for the rear (5 3/4-inch backspace, same bolt circle). We also optioned a set of VWW's flat block-off caps for that sinister track-ready look. When mounted with the Nitto NT01s (235/40R17s front and 255/40R17s rear), we carefully observed the clearance, and found no rubbing issues-even with no front sway bar and lots of body roll.

WHERE THE MONEY WENT
DESCRIPTION: NOTES: COST:
Vintage Wheel Works V40 wheels 17x7 (47/8-inch BS) $359.75 ea.
Vintage Wheel Works V40 wheels 17x9 (53/4-inch BS) $399.75 ea.
Block-off plates (VWW) aluminum, economy $40
Nitto NT01 R-compound (100AA) 235/40R17 $165 ea.
Nitto NT01 R-compound (100AA) 255/40R17 $176 ea.
CPP tubular control arm kit 6774TCA-UL K-B $733
CPP front coil springs, drop FCS638-D $95
CPP (KYB) front shocks KY-1000 $39 ea.
CPP 11/8-inch front sway bay kit CP599U-BLACK $149
Total: $3,296
SOURCE
Nitto Tire
6021 Katella Avenue
Suite 250
Cypress
CA  90630
877-565-8448
http://www.nittotire.com
Classic Performance Products
378 E Orangethorpe Ave.
Placentia
CA  92870
800-830-1724
http://www.classicperf.com
Vintage Wheel Works
16450 Phoebe Ave
La Mirada
CA  90638
714-690-4700
http://www.vintagewheelworks.com
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