The end-to-end solution for...
The end-to-end solution for handling from Hotchkis is their TVS suspension that replaces all the critical components with revised versions developed by Hotchkis. The new fourth-gen Nova kit prototyped on the EcoNova will be using their Stage 2 system for second-gen F-bodies up front, paired with rear components for ’68-74 X-bodies. If you’re not ready for the whole shebang, all of these parts are available separately.
We spend a lot of time hanging out around autocross and road courses throughout the year watching some of the best handling muscle cars in the country cut corners around cones, so our level of expectation for our own cars gets correspondingly elevated. As a byproduct of this, we just don’t have much patience for wallowing, worn-out suspension systems. We want to actually be able drive our cars with abandon.
While crawling in and under the EcoNova during the drivetrain swap, wiring, exhaust, fuel system, and so on for the E-Rod LS3 conversion, we noticed that the suspension system was in terrible shape. All the bushings were original and in very poor, disintegrated condition front to rear. No one makes upgraded suspension parts for fourth-gen Novas—or do they?! The key here is that Novas after 1967 were basically parts bin cars that were outfitted with components from other Chevys on the production line. In the case of the fourth and last generation of Novas (’75-79), the front suspension, steering, and brakes are all standard second-gen (’70-81) F-body stuff from Camaros and Firebirds, since the subframe is very similar in design. In the rear though, they’re the same as third-gen (’68-74) Novas and first-gen (’67-69) Camaros and Firebirds, so all we had to do is find a company with great bolt-on handling parts for both cars, convince them we were right, and we’d be in business.
Hotchkis Performance fit the bill with their Total Vehicle System (TVS) suspension kits for both platforms, and having felt firsthand how well they function under other muscle cars, we gave them a call to discuss our plan. They were intrigued since it would be the first time they’d be able to create a new application for a full TVS suspension without designing or fabricating a single new part, but a bit doubtful on fitment since they’d never actually worked on a fourth-gen X-body. So we dropped the EcoNova off at Hotchkis’ R&D and installation facility for verification of part numbers to create the first commercially available full suspension system for fourth-gen Novas. You’re welcome X-body lovers!
Hotchkis’ 1.25-inch tubular...
Hotchkis’ 1.25-inch tubular upper and lower control arms work magic on otherwise stock subframes by increasing caster for better high-speed stability (key in our book) and improving the camber curve to increase front end grip and traction; the arms are built with 1.1 degrees of camber, and 5.2 degrees of positive caster. The deep spring pockets in the lower arms also allow for easy tuning of ride height with spacer plates.
Most of the revised geometry...
Most of the revised geometry is in the upper arm, but together the upper and lower allow up to 3.5 degrees of negative camber and 9 degrees of caster while keeping bumpsteer at a minimum. Note that arms come fully assembled with new ball joints, bumpstops, and sway bar endlinks.
The control arm bushings are...
The control arm bushings are made from tough Delrin for minimal deflection; an easy-access zerk fitting makes it simple to keep them lubed for smooth motion and long life.
Here is one of our dry rotted...
Here is one of our dry rotted original rubber bushings in the factory control arms. All of the bushings looked similar to this, which is pretty common for 35-year-old rubber—yours may be worse depending on where the car is from.
The silver zinc-plated 4130...
The silver zinc-plated 4130 chromoly billet cross-shafts on the upper control arms are offset so they can have static negative camber without a large alignment shim stack. It’s also great for header clearance since it keeps the shaft tucked as tightly as possible.
A little lube on the outside...
A little lube on the outside of the bushings and a light tap from a dead blow hammer are all that’s needed to install the lower control arm.
Hotchkis offers shims that...
Hotchkis offers shims that can be added under the spring isolator to tailor ride height. A .25-inch shim is good for about .5 inch of ride height. We left ours out for now since the lightweight E-Rod LS3 and engine setback made the EcoNova’s nose lighter than a standard small-block equipped car.
The stock springs were rated...
The stock springs were rated in the 300-lb/in range for a too-cushy-for-good-handling ride; Hotchkis’ sport springs are rated at 600 lb/in. The 2-inch drop will also give us the stance and lower center of gravity that we want for handling, plus the shorter free height makes installing them much easier than the tall stockers.
A well-valved shock is key...
A well-valved shock is key for making any suspension work effectively, so Hotchkis worked with Bilstein to develop application-specific shocks for most popular muscle cars.
A great cornering suspension...
A great cornering suspension won’t do much good if the steering is sloppy; quick, precise response, and feedback through the steering wheel are critical for driver control. That’s why Hotchkis carries premium steering linkage components, from tie-rod ends to idler arms and drag links, plus their own very trick hex-shaped tie-rod adjusting sleeves that allow for quick, accurate alignment changes.
Hotchkis also recommends Classic...
Hotchkis also recommends Classic Performance Products’ (CPP) 500 Series steering box as part of a full TVS package, especially if the original box is exhibiting slop or leaking like the EcoNova’s. No one wants a leaker out on the track or autocross course. The CPP 500 box is a completely new part and has a ratio of 14:1, making it quick enough for autocross and suitably stable at high speeds. Make sure to pick up a new �-inch 30-spline rag joint coupler as well since it’ll also be well worn. We’ll reuse the original pitman arm, though.
Urethane works wonders on...
Urethane works wonders on sway bars versus squishy rubber mounts, but make sure to apply the required lube preassembly or binding between the bar and bushing will occur.
The massive 1.375-inch front...
The massive 1.375-inch front sway bars is roughly double the diameter of the stock one and offers much more roll control, but remains lightweight since it’s a tubular part fabricated from DOM mild steel. Our mounts are the standard style, but Hotchkis also offers very nice billet versions as well.
These special endlinks are...
These special endlinks are a big part of the sway bar’s effectiveness; by using a Heim joint on the control arm, Hotchkis eliminates the flex and distortion found on endlinks that use urethane or rubber bushings on both ends. The upper bushings still allow the bar to travel with the suspension without bind.
Speaking of bushings, while...
Speaking of bushings, while under the EcoNova we noticed it had the worst body bushings we’d ever seen. They were so bad the front bumper actually dropped an inch when the car was lifted on a two-post lift due to subframe flex. These urethane body bushings from Energy Suspension will cure that permanently. Look for a full video on the benefits and installation of these on PopularHotRodding.com and our YouTube channel.
While fourth-gen Novas use...
While fourth-gen Novas use second-gen F-body parts up front, they use ’68-74 X-body springs in the rear. We opted for Hotchkis’ 1.5-inch lowered sport leaf springs for now, but a 3-inch drop is available if more drop is needed. The springs are 150 lb/in (versus 100 lb/in stock) with a three-quarter length overload spring to reduce axlewrap, and will work on both mono and multileaf-equipped cars. Typically we’d also have a 0.875-inch rear sway bar to install here, but the Currie Enterprises 9-inch rearend has caused us to seek a less bolt-in route if it’s determined to be needed.
Hotckis’ leaf springs use...
Hotckis’ leaf springs use a rubber bushing up front in the spring pocket to reduce NVH, but to control movement in the rear, urethane bushings are paired with heavy-duty shackles almost twice as thick as the stockers.
We’ve still got a little weight...
We’ve still got a little weight (like the hood) to add back into the EcoNova to determine the final stance, but we’re really pleased with the look so far on the Boze Pro Touring wheels. Watch for testing in a future issue of PHR, along with video on our website and YouTube channel.