1966 Chevy Nova Rearend Build - Super Chevy Magazine

In Part 1 of Rear-Surrection, Project Getaway had its underbelly hacked from beneath to make room for the 4x2-inch pre-welded rear frame from Chris Alston's Chassisworks-with the much-appreciated assistance of Carroll's Rod and Racecraft in Spotswood, New Jersey.

As previously mentioned, Ed Krawiec and Bobby Carroll decided to take the project a step further by sinking both the front and rear frame sections up an additional 2 1/2-inches into the carcass of the Chevy II. While this will give the deuce a lower center of gravity and some seriously bad-to-the-bone looks, it will also create some additional modifications, possible headaches, and a few late nights-worth of head scratching. We are confident that all will be well in the end, because modifications like this are nothing new to Carroll-and will be rewarding for sure.

Before beginning any project, it's always good to lay out all of the components on a clean workable surface. Pictured is the Chris Alston's Chassisworks FAB9 9-inch housing, the late Ford #8001 housing ends and all of the necessary tooling to properly align and measure in order to narrow the rear and weld the ends on.

Before beginning any project, it's always good to lay out all of the components on a clean

What kind of modifications you ask? For starters hood clearance. All parts are engineered to fit as they should. By pulling an additional 2 1/2-inches of overhead, it might be necessary to facilitate a change in the position of engine mounts to lower the engine assembly. That, in turn, might cause issues with oil pan clearance in the area of the crossmember.

Next is wheel fitment. Since the Nova came from the factory with 14-inch wheels, and since Ed decided to go with Intro Wheels 19-inchers up front, fender modifications are a must-in some cases suspension modification might even be necessary.

Out back the 20-inch Intro Wheels should not cause any problems beyond fabrication of the custom wheel housings and a 3-inch stretch of the rear wheel opening. Under a less customized situation, the mating of the floor wouldn't be altered from such a modification, but since we planned on a plethora of custom tinwork, we won't encounter any surprises in this portion of the build.

The first job at hand is to install the threaded fasteners into the housing, which will eventually hold the differential into place. (Loctite threadlocker should be used.)

The first job at hand is to install the threaded fasteners into the housing, which will ev

Beyond a sit-down to discuss the aforementioned modifications, we've decided to take the project even further by removing the stock firewall in favor of a smoothed, one-piece custom unit to be fabricated by Carroll's. Additional discussion had ventured off into the placement of the master cylinder for braking. Future plans at this time have us installing the unit internally below the dashboard in a 90-degree fashion for an ultra-clean look beneath the hood, although during a project of this magnitude, plans do change from time to time.

Now stay tuned as we show you how to properly narrow a 9-inch rear housing, as well as properly welding the housing ends in a squared manner. Beyond final construction of the housing we'll install components from Strange Engineering and Wilwood Engineering.

Next, Bobby attaches this plate to the differential to determine the pinion centerline, which will be the central point of determining the final length of each axle tube. Also to be considered is the actual length of the housing ends to be used.
Next, Bobby attaches this plate to the differential to determine the pinion centerline, wh
Since the overall length of our rear from housing end to housing end needs to measure 44.625 inches, we'll need to deduct 2 inches from each side (housing end length) for the actual tube length.
Since the overall length of our rear from housing end to housing end needs to measure 44.6
Here's Bobby measuring for the length of the passenger side axle tube. Since the pinion offset of our FAB9 rear is 1/2-inch to the passenger side, the passenger tube will measure 19.8125 inches and the driver's side 20.8125 inches before adding 4 inches total with the housing ends installed.
Here's Bobby measuring for the length of the passenger side axle tube. Since the pinion of

Bobby employs the use of a Porta-Band portable band saw to carefully cut down the axle tubes in a squared off manner.
Bobby employs the use of a Porta-Band portable band saw to carefully cut down the axle tub
Once the tubes are cut down, the edges are beveled to make room for a thick, penetrating weld.
Once the tubes are cut down, the edges are beveled to make room for a thick, penetrating w
Next, the housing end and alignment bushing are prepared for use on the straight bar. This process is critical because the finished product must be perfectly straight in order for the axles, bearings, and differential to properly align.
Next, the housing end and alignment bushing are prepared for use on the straight bar. This

Before sliding the bar completely through the rear housing, Bobby uses this old 9-inch case with alignment bushings residing in place of what would normally be the carrier bearings. This ensures that alignment from the axle-housing end to the differential is straight all the way through to the opposing side.
Before sliding the bar completely through the rear housing, Bobby uses this old 9-inch cas
Once mounted to the rear, the housing is set square to earth at a 90-degree angle. This will assist with the clocking of the housing ends.
Once mounted to the rear, the housing is set square to earth at a 90-degree angle. This wi
Now that all bushings, housing ends, and the straight bar are in place, Bobby applies a series of spot welds to the housing ends to position it and keep it square against heat expansion.
Now that all bushings, housing ends, and the straight bar are in place, Bobby applies a se

Once satisfied with the placement, a smaller penetrating pass is made, being careful not to overheat the metal, which may distort.
Once satisfied with the placement, a smaller penetrating pass is made, being careful not t
Finally Bobby gives it a final penetrating pass in a wide format for strength. All components are being TIG-welded-better than MIG welding, which can lead to cold pass inconsistencies (bad penetration).
Finally Bobby gives it a final penetrating pass in a wide format for strength. All compone
The straight bar is easily removed, indicating that all is properly aligned. It's now time to install the Strange Engineering Pro Iron third member, complete as ordered with a Detroit Locker and 3.90-ratio street gears. The Iron unit is plenty strong-able to handle the extreme loads we plan on throwing at it.
The straight bar is easily removed, indicating that all is properly aligned. It's now time

The street gear is harder than a race gear and will not wear as easily. Since this Nova will slay the street, road course and even a little drag action, we opted for the Detroit Locker for its reliability and slip capabilities when turning.
The street gear is harder than a race gear and will not wear as easily. Since this Nova wi
Now that the third member has been installed, it's time to install the Strange S/T Series 35-spline axles-complete with bearings and 1/2-inch studs-along with Wilwood's SL4R radius mount with incorporated emergency brake mechanism. The S/T series axles contain a massive 1.5-inch shaft diameter and come with a three-year guarantee against spline breakage. You can't beat that!
Now that the third member has been installed, it's time to install the Strange S/T Series
The Wilwood radius mount provides two planes of caliper adjustment and is complete with competition-grade fasteners.
The Wilwood radius mount provides two planes of caliper adjustment and is complete with co

Next, Bobby installs the caliper mount over the axle shaft and inserts the shaft into the housing. Axle shaft penetration into the differential was measured at approximately 1.25-inches with 1 inch being the minimum allowed. Bobby uses grade 8 fasteners to hold the axle retention bracket and radius caliper mount into place.
Next, Bobby installs the caliper mount over the axle shaft and inserts the shaft into the
Keep in mind that all will be taken apart for painting and/or powdercoating at a later date. This is where the clocking of the housing end comes into play with the mounting position of the brakes. Most systems want the caliper to mount toward the rear of the car in a 90-degree fashion.
Keep in mind that all will be taken apart for painting and/or powdercoating at a later dat
Our next mission is to mate the massive 13-inch slotted rotors with the hub, then get the monsters mated to the axle.
Our next mission is to mate the massive 13-inch slotted rotors with the hub, then get the

All Wilwood SRP vented rotors are built to provide high-cooling efficiency and increased leverage for the ultimate in stopping power, never mind the unmatched looks. We can't wait to perform some brake testing once Getaway is complete.
All Wilwood SRP vented rotors are built to provide high-cooling efficiency and increased l
Once the rotor was in place, it was time to install the Wilwood Superlite 4R calipers and BP-10 "Smart Pads."
Once the rotor was in place, it was time to install the Wilwood Superlite 4R calipers and
The four-piston SL4R caliper is forged aluminum billet and provides the highest clamping power and lowest deflection of any caliper in its class (or so states Wilwood).
The four-piston SL4R caliper is forged aluminum billet and provides the highest clamping p

The BP-10 Smart Pads deliver increased friction, higher fade resistance, and longer wear with virtually no noise or dust.
The BP-10 Smart Pads deliver increased friction, higher fade resistance, and longer wear w
Finally the FAB9 rear is a complete product (for now). It's time to mock the completed unit in between the rear framerails of Getaway.
Finally the FAB9 rear is a complete product (for now). It's time to mock the completed uni
In order to connect the rear to the frame Chris Alston suggested we utilize his billet aluminum 4-Bar Links (upper and lower rear control arms), which provide precise control of rearend housing movement. The Links were designed through careful computer analysis that enable the removal of unnecessary weight while eliminating stress issues. The billet links also incorporate the use of TrueCenter Pivot Technology, which is a serviceable pivot socket that provides a deflection-free high load capacity and maintains constant bearing preload.
In order to connect the rear to the frame Chris Alston suggested we utilize his billet alu

Here we have the 9-inch mocked into place. All rearend components fit together flawlessly with no persuasion, (big honkin' hammer) of any kind.
Here we have the 9-inch mocked into place. All rearend components fit together flawlessly
At a later date we'll install the double adjustable Varishock coilovers and integrated sway-bar system, which has provisions built into the framerails.
At a later date we'll install the double adjustable Varishock coilovers and integrated swa
For final fitment, we snatched up the Intro Wheels 20X12-inch wheels with the 345/25ZR20-inch Nitto Invo rubber and stuffed it up into the rear wheel housing. Once bolted into place, there were no caliper clearance issues, nor any interference with the body. Future stories will include the 3-inch stretch of the rear wheel opening and the tinwork within the trunk and rear wheel area. Until then.
For final fitment, we snatched up the Intro Wheels 20X12-inch wheels with the 345/25ZR20-i

SOURCES
Carroll's Rod and Racecraft 7-32/-416-9887 www.carrollsrodandrace.com	Nitto Tire Dept. MM&FF 6261 Katella Ave. Cypress CA 90630
Chris Alston's Chassisworks 8861 Younger Creek Dr. Sacramento CA 95828 8-00/-722-2269	Intro Wheels 8-00/-45I-NTRO 8-00/-454-6876 www.introwheels.com
Strange Engineering Morton Grove IL 8-47/-663-1701 Strangeengineering.net