Tri-Five Straight Axle Clip - Straighten Up And Fly Right

Once again the same methodical process of measuring, using a laser level and plumb bob are used in order to match the new frame to those of the previous measurements. The frame and axle center were aligned to the measurements and lines that were drawn on the pavements surface. After the vehicle is built, the only wheel alignment that can be performed is toe in or toe out. Prior to the finished product, all alignment has to be built into the suspension. The reason for all the re-measuring is to take into account all the tolerances of the new frame. The geometry of the new parts needs to match the geometry of the old. Once all that is figured out, it's full steam ahead.

In order to provide more support to the weld joint, a small patch panel was fabricated by the shop and tacked into place just behind the spring bracket. This added surface area for the weld will greatly increase the frame strength. We later found out that these pieces were included in the kit, but were somehow missed.

This added surface area for the weld will greatly increase the frame strength. We later found out that these pieces were included in the kit, but were somehow missed.

Now that the entire front clip is welded into place, Kris and Larry assembled and mocked up the rest of the components to see just how everything would align. In this photo you can see what looks to be two possible spring locations for height. However, the lower hole is the correct size and location. The center hole is there for looks.

The Super Bell axle and spindles were also temporarily assembled and installed. Just like the springs, the axle also has two possible locations. The axle can be set on top of or below the springs. Below the springs will give the front end a higher ride height, while on top of the springs will give it a lower altitude. Since the springs were installed higher, it was decided to install the axle to bring the height down by a few inches.

Before any of the steering was assembled, here's where we're at: First off, it was amazing to watch the methodical installation performed by Kris and Larry Elmer. Every part in the Jim Meyer kit worked exactly as it was supposed to work. During the install and assembly, Larry Elmer kept remarking what a well-engineered set up Jim Meyer made. Back in the day, Larry built a straight-axle '55 Chevy from scratch. He said our five-day project took him two months back then.

While the Jim Meyer subframe comes complete with a Vega steering box, we used one of Classic Performance Product's (CPP) units. We also got the optional telescoping double D steering shaft, Borgeson U-joints and ididit column from CPP, which had them on the shelf and readily available for next-day delivery to our shop in Utah. You can also purchase the item directly from Jim Meyer.

Once the column was in, the double D shaft was trimmed down and the Borgeson U-joints are installed on the shaft. It turns out we didn't need to use the telescoping shaft. There just wasn't enough room.

The one thing that didn't come in this kit was brackets for the brake hose. Kris did a splendid job at fabbing up a set.