In comparing the old monoleaf...
In comparing the old monoleaf six-cylinder leaf spring with the CPP Sport multileaf V-8 spring, you'll notice two things: The greater stiffness of the CPP Sport spring means it has much less of an arch, and the CPP spring has a locating pin that fits in a receiver hole in the axle spring perch. If you decide to upgrade your springs using a 10-bolt monoleaf axle, the Sport kit has the extra set of urethane spring pads to receive the locating pin on the spring, allowing you to use the V-8 spring.
With the rear suspension handled by Craig Chaffers and the R&D crew at CPP, we are well on our way to turning Project Nova into a credible street/strip/autocross warrior. We can't wait to flog it, but first we'll need to tackle the CPP disc brake upgrade to the front and rear, and finish it off with a quick-ratio steering gear, also from CPP. Once that is complete, we'll address our slipping Turbo 400 and see if we can improve the exhaust with a larger set of Hooker headers.
Driveshaft Solution
As our '68 Nova project becomes transformed from a grocery getter to a Corvette beater, we've had to integrate the new suspension with a beefier rearend, and take into account our future transmission plans. Like many other projects, different transmissions, rearends, and suspensions can dictate a custom driveshaft to make it all work together. Even in rare cases where dimensions don't change, sometimes you need more beefcake in the prop shaft, or you need a stronger yoke assembly. No matter what your need, Inland Empire Driveline Services can build the right piece.
We've been proceeding with the suspension, steering, and brake upgrades at Classic Performance Products, and IEDS was glad to help. IEDS sent out driveline tech Jesse Lopez to take our measurements and get a handle on our power transfer requirements. The first thing Lopez did was determine that our Turbo 400 had an internal O-ring in the output shaft, as indicated by the threaded hole in the shaft end. This determines how the new yoke is machined and is very important to note when ordering.
After removing the old 10-bolt...
After removing the old 10-bolt from the Nova, Craig Chaffers of CPP removed the body-mounted forward spring perches and the axle-mounted shock perches. These need to be reused, so we decided to sandblast them and give them a new coat of satin-black spray paint.
Next, Lopez measured the distance between the end of the tailshaft and the mating face of the pinion cap (it was 54 5/8 inches with our Moser 12-bolt). The inside diameter of the cross-shaft at the rear pinion was noted at 1 3/16 inches, and the output shaft length protruding beyond the tailhousing was noted. Lopez also asked some questions about the power output of our Dart SHP 400 and our intended use (autocross, cruise, road race, and occasional drag race), then suggested an aluminum shaft.
One cool thing about IEDS is that they build each driveshaft as a custom order-there are no off-the-shelf units because most every hot rod or race car is different. For that reason, IEDS offers on-location service to local customers like us. When the people who build them are doing the measuring, it takes all the guesswork out of the equation. When they're done measuring, they build your driveshaft, balance it, and deliver it locally within 48 hours, guaranteed.
| WHERE THE MONEY WENT |
| DESCRIPTION: |
NOTES: |
COST: |
| CPP Sport multileaf spring kit |
fits '68-74 Nova and '67-69 Camaro |
$375 |
| KYB Gas-Adjust shocks |
CPP PN KY-1107 |
$39 ea. |
| Inland Empire driveshaft |
aluminum, 1350-series yoke |
$535 |
| Total: |
$988 |
Some more lube and a few taps...
Some more lube and a few taps with the mallet knocks the steel bushing pins into the bushings.
The first shot shows the stock...
The first shot shows the stock spring perch on the old 10-bolt axle. Note how the perch uses T-bolts to hold the leaf in place. We'll be using a much stronger U-bolt, which also has the advantage of wrapping around the axle.
This will help us limit axlewrap...
This will help us limit axlewrap under acceleration and braking. The larger U-bolts also require that the holes in the new Moser 12-bolt spring perches be widened to accept the bigger U-bolt. Some touch-up with a die grinder gave us the necessary clearance.
The CPP Sport multileaf spring...
The CPP Sport multileaf spring kit for Novas and Camaros includes new rubber spring bushings for the front, and urethane ones for the rear. Some silicone lube makes them much easier to install (the rear urethane ones are shown), and prevents them from squeaking.
Installation of the Moser...
Installation of the Moser 12-bolt and new CPP Sport springs is easiest if you mount the leaf springs to the axle first, and then attach the entire assembly to the car. Here you can see the locating pin and the urethane spring pad with a receiving hole for the pin. In test-fitting, we discovered that the pin was a bit too long, and bottomed out on the axle perch. The pin was ground shorter so that when the shock-mount plate was bolted on, it would make a tight sandwich.
After being cleaned and painted,...
After being cleaned and painted, our old shock-mount plates were slid over the U-bolts and tightened. Note the hole in the plate that the spring locating pin mates to. This keeps the perch, pad, spring, and shock-mount plate all in one place and singing the same tune as you turn and burn!