When it comes to upgrading the non-independent straight -axle front suspension on a vintage truck there are a lot of great independent front suspensions on the market. For installation some require welding, and some do not.
When it came time for the folks at Bob's F-100 parts to develop a front suspension system to supplement the tried-and-true Volare frontend conversion Bob's is famous for, they knew it was a great opportunity to incorporate some design improvements. Bearing in mind that while most enthusiasts don't mind digging in and getting their hands greasy, welding is something that not everyone is comfortable with. The Big Bob frontend in comparison to the Volare, which is an extremely invasive frontend, and requires a lot of welding, is a direct bolt-in that requires no welding at all.
Another one of the inherent drawbacks of the Volare frontend with its bulky stamped-steel construction is it's not exactly a component that is aesthetically pleasing. To address the "ugly factor" Bob's tossed the pressed tin look, and replaced it with the custom fabricated appearance of box and round tubing. Beyond getting away from Volare technology, Bob told us that when he designed his new frontend he wanted to avoid using Mustang II components so that the guys searching for something different would have a new option. In place of the components that adhere to Mustang II dimensions, Bob selected his rack-and-pinion power-steering from a late-model T-bird, and the suspension uprights from a late-model Chevy Nova. In addition to the availability of numerous high-performance brake caliper and rotor options utilizing the Nova spindles means that a guy can easily obtain repair parts if he breaks down in the middle of nowhere. The parts that are exclusive to the Big Bob frontend are the tubular upper and lower control-arms, and the crossmember, which are all of Bob's own design.
To give CCT readers a good idea of what's involved in the installation of a Big Bob frontend on a stock '48-52 F-1, or '53-60 F-100 Ford truck, we asked Bob and his crew to capture the transformation from straight-axle to Bob's bolt-on IFS on film, ah digital.
The fastest and easiest way...
The fastest and easiest way to gain full access to the frame on a '53-56 F-100 is to unbolt the rear of the front fenders from the cab, and then remove the front fenders and grille surround as a unit.
The next step was to remove...
The next step was to remove the '53's 215-inch six-banger, and place it in the pile of stock parts that will not go back into the truck.
With the engine and transmission...
With the engine and transmission out it was easy to unbolt the leaf- spring shackles, and drop the straight-axle suspension out of the truck.
The Big Bob IFS uses the bump-stop...
The Big Bob IFS uses the bump-stop bolt holes as a starting point to index the drilling points for the Big Bob crossmember.
Included with the Big Bob's...
Included with the Big Bob's installation hardware kit there is a set of templates used to mark the holes necessary to drill for mounting the Big Bob crossmember to the F-100 frame.
A sharp center punch and a...
A sharp center punch and a 2lb. ball peen hammer were used to mark a deep impression (pilot hole) into the framerails to ensure the bolt holes were drilled on-center.
The mounting bolts were installed...
The mounting bolts were installed one-at-a-time as each new bolt hole was drilled. Notice the drill was held steady at 90 degrees and not allowed to drop at more or less of an angle as it bored the hole.
The three 1/2-inch bore vertical...
The three 1/2-inch bore vertical mounting holes were drilled last, and then all of the mounting bolts that were snugged down initially were then tightened completely.
With the installation of the...
With the installation of the Big Bob crossmember completed, the next step was to mount the upper and lower control arms.
Then the upper and lower ball...
Then the upper and lower ball joints were installed, and tightened down in a star pattern.
Next, the coilover shock absorbers...
Next, the coilover shock absorbers were bolted to the lower control arms first, and then lifted upwards to align with the top shock absorber mounting holes located on top of the crossmember.
The Nova spindles were attached...
The Nova spindles were attached with the steering arms pointed towards the front, and then tightened down.
The Timken wheel bearings...
The Timken wheel bearings were packed, the hub grease seals were installed, and then the Nova brake rotors were slid over the spindles into place.
The castellated spindle nut...
The castellated spindle nut was threaded on, torqued down, and then a cotter key was installed.
With the Nova brake rotors...
With the Nova brake rotors installed the next step was to install the Nova brake calipers by spreading the brake pads far enough apart to allow the calipers to slip over the brake rotors, and then install the two Allen head brake caliper retaining bolts.
Once the left and right sides...
Once the left and right sides of the suspension and brakes were properly installed, the T-bird power rack-and-pinion steering rack was bolted into place on the Big Bob crossmember.
Then the tie-rod ends were...
Then the tie-rod ends were inserted into the steering arms and the initial alignment was "ball parked" with a measuring tape.
The last step was to install...
The last step was to install the Big Bob's super-trick front engine mount to the crossmember. Once the '53 is completely assembled, it will have to be sent out for frontend alignment of the Big Bob IFS.
| Sources |
Bob's F-100 Parts
(951) 681-1956
www.bobsf100.com | |