Chevrolet Suspension Upgrade - Stand And Deliver, Part II

The original track bar mounted off of an ear on top of the rearend. CPP’s design mounts off the right hand side trailing arm and attaches to the original location on the chassis.

The longer nature of CPP’s Deluxe Trac Bar kit is designed for lowered trucks in mind yielding improved handling and takes advantage of the truck’s lower center of gravity.

Their Nitrogen gas shocks are also specifically designed for lowered trucks and mount off the back of each trailing arm.

With the suspension components installed, it’s time to mate the rearend to the transmission. In our case, we’ll be using a two-piece, slip-shaft driveline from Inland Empire Driveline Service (IEDS) due to the longer wheelbase of our long bed pickup.

IEDS shortened the front half of the driveshaft 3 inches to fit between the tailshaft of the T5 transmission we’re using and the CPP billet Polyurethane carrier bearing, which mounts directly to their drop center crossmember. Compared to the stock carrier bearing in these trucks, the CPP unit is bulletproof!

The last step before lowering the truck off the lift is to fill the rearend with Currie’s specially-formulated 9 Racing Gear Oil combined with their Limited Slip Friction Modifier.

One thing we noticed once the truck was on the ground was the fact that the 17-inch Rocket Racing Booster wheels and 235/55 Coker Tires American Classic Redline tires were sucked into the fenderwell a bit too much.

The solution was to install a pair of Trans Dapt 1 1/4-inch billet wheel spacers …

… which brought the wheels out to a respectable location in relation to the fenderwell’s edge.

With the spacer painted black, you’d never know it was there!

And there you have it! Albeit I've done a few other modifications to the truck that haven't shown up on these pages yet, but i just couldn't wait to the finished product down on the ground, from all angles. Not a bad daily driver if i do say so myself!