The Torque 3G Chassis stands out as unique in the market since rather than integrating Corvette suspension and driveline parts to a conventional chassis layout, the 3G uses a central spine that incorporates the entire driveline from a C6 Corvette. That means engine up front, but transaxle in the rear with the torque tube tying them together. Right off the bat, that helps get most cars close to a 50/50 weight distribution while dramatically increasing rigidity. As a matter of fact, you can actually buy the chassis bare and provide your own Corvette parts since everything is a bolt-in. Even the factory dropout cradles are retained. Wheelbase can be tailored from 96 to 130 inches, and Eckert’s CNC aluminum control arms can narrow the front track by 4 inches and the rear by 5 inches. Pretty much any aftermarket suspension, driveline, brakes, and chassis parts for a Corvette will work, and the exhaust, brakes, and fuel lines are encapsulated within the center tunnel so ground clearance can be as low as 5½ inches.
’67-69 F-body (Camaro/Firebird)
Starting at: $14,000 for ’67-69 F-body (Camaro/Firebird) with CNC control arms
Starting at: $18,000 for other models
The Street Rod Garage Alabama Slammer chassis is for those who want their F-body extra low and don’t mind removing floorpans and fabricating custom mounts. This design tucks the frame up flush with the bottom of the rocker, which serves to hide the ’rails and make the rockers the lowest point of the chassis. Standard ride height with 18-inch fronts and 20-inch rear wheels is approximately 4.5 inches. Front suspension is SRG’s own IFS design with tubular control arms, rack-and-pinion steering, and a hidden sway bar. SRG’s unique reversed Watt’s link setup on a custom 9-inch housing is standard, but several options including IRS are available. Custom chassis are built in-house, so modifications to suit a ’68-72 Nova are possible. You will need to have formidable fabrication and welding skills to install this chassis under your F-body, but it will slam the driveable ride height unlike anything else.
’67-69 GM F-body (Camaro/Firebird)
Schwartz Performance Engineering
Schwartz Performance Engineering’s full chassis conversions are all designed to be as bolt-in friendly as possible without sacrificing strength. The chassis come complete with tubular A-arms, splined sway bar, choice of QA1 coilovers or RideTech ShockWaves, power rack-and-pinion steering and a triangulated four-link rear suspension. All suspension points pivot on bearings or Teflon-lined spherical rod ends to eliminate the possibility of unwanted deflection. Remember that extra rigidity we mentioned in the intro? According to Schwartz, torsional rigidity on some applications is increased by roughly 200 percent over stock. That’s a huge difference that helps the suspension work effectively. In fact, after the swap, Schwartz has seen 1.08 lateral g’s with this chassis. On top of that, despite adding a full frame, Schwartz tells us that it’s not uncommon for the overall vehicle weight to be reduced by about 75 pounds, thanks to the elimination of heavy factory stamped steel.
’64-72 GM A-body (Chevelle, GTO, Cutlass)
’67-69 F-body (Camaro/Firebird)
’70-81 F-body (Camaro/Firebird)
’68-70 Mopar B-Body (GTX /Charger/Road Runner)
’70-74 Mopar E-Body (’Cuda/Challenger)