1966 Chevy Nova Rear Chassis - Rear-Surrection, Part 1

We last left Project Getaway, Ed Krawiec's '66 Nova dream car, with the front half mocked together and actually starting to resemble a car again. Our next mission was to turn to the back half of the car to begin hacking the floor out from about midway of the front seat to the rear tailpanel, thus allowing room for the installation of the Chris Alston's Chassisworks 4x2-inch rear frame configured to receive Alston's canted billet four-bar rear suspension system and FAB9 rear housing.

Since the Chevrolet Nova, or Chevy II, considered an American compact car in the 1960s, was of unibody construction (not full framed), Getaway needed some serious upgrades to handle the high-horsepower and suspension modifications we plan on throwing at it. Considering Krawiec wanted to go with a G-machine/Pro Touring-style Nova, the canted four-bar system would be right at home with its versatility. The system can be utilized for optimized handling and traction due to its self-centering design, coupled with adjustability from the aftermarket. Whether you enjoy carving corners, cruising Main Street USA, or barreling down the quarter-mile of your favorite dragstrip, the canted four-bar is a solid option.

Beyond the installation of the rear frame, we once again called upon Chris Alston's Chassisworks to provide us with its 9-inch housing featuring fabricated center-section panels, internal gussets, and consistent robotic spray arc-welded seams that provide ultimate strength and durability. With the combination of the Alston rear frame, FAB9 housing, billet four-bar system, and double-adjustable shocks, we'll have achieved a highly adjustable, easy-to-tune rear suspension system.

In order to stuff the FAB9 housing, we called upon the knowledgeable staff at Strange Engineering in Morton Grove, Illinois. Strange Engineering is a family-owned establishment that began developing products in the late 1950s out of a two-car garage and now calls a 120,000-square-foot space home. After a brief discussion with J.C. Cascio of Strange, he recommended Strange's 9-inch Pro Iron third member, complete with a Detroit Locker differential and a 3.90-ratio street gear. As for the axles, Cascio recommended the S/T 35-splines complete with bearings and a half-inch stud kit for the ultimate in strength on the street or track. The Pro Iron unit is a step away from Strange's Aluminum Ultra case, which yields a weight savings of around 10 pounds. Since we're not too worried about weight savings, the Pro Iron unit will work out great.

In order to stop this future bad boy, we'll utilize Wilwood Engineering's massive 14-inch rotors as well as the company's SL4R radial-mount four-piston calipers out back. In the previous issue of Super Chevy, we installed Wilwood's SL6R six-piston units up front along with 14-inch drilled discs. We shouldn't have any problems in the binder department.

Now follow along as we get down and dirty.

Pictured here is the CNC-mandrel-bent 4x2-inch rear frame and FAB9 rear housing as received from Chris Alston's Chassisworks. Since we were unsure of the rear end width and axle centerline needed, both items were ordered oversized so they could be cut to fit. The rear frame section is available pre-welded or can be obtained piece by piece with widths ranging from 34 to 50 inches. Once these components were put to the side, it was time to tackle the removal of the floor form Project Getaway.

At first we thought Krawiec wanted to see how many bodies could be fit into the trunk, but believe it or not, he was getting down and dirty cutting out the trunk pan. The rear framerails were also removed at this time to make room for the new "real" frame section.

Shown here is our new Flintstone mobile (minus the stone wheels). Once the floor is cut around the edges, it's necessary to employ a drill bit-or better yet, a spot-weld cutter-to properly and carefully remove the remainder of the floorpan that's welded to the rocker section.