Modern Rodding Tech
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A comprehensive array of Detroit Speed DECALink rear suspension parts for a C3 Corvette, including a black crossmember, silver knuckles, coilover shocks, drive axles, and mounting hardware, arranged in a symmetrical flat-lay on a white background.

1. The Detroit Speed DECALink for our C3 Corvette (1971) supplies a substantial number of components, and to this you will need to add your third member as well as braking and the appropriate lines.

Modern Moves

Part 2: We Complete Our C3 Corvette’s Suspension Upgrades With Detroit Speed’s DECALink IRS

By Barry Kluczyk Photography by Brian Brennan
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e’re back in Phoenix at Hot Rods by Dean for the next part of our C3 Corvette project: the rear suspension and brakes. In our last visit, we installed Detroit Speed’s SpeedRay coilover front suspension and rack-and-pinion steering systems, along with a big set of Wilwood brakes. We’ve returned to both companies for the rear, with Detroit Speed’s DECALink independent rear suspension and matching rear Wilwood brakes, including an electronic parking brake.

The suspension is the core of the issue, and like the frontend conversion, replacing the C2/C3’s transverse leaf springs and three-link axle positioning with the DECALink’s 10-point independent design and unique geometry promises major improvements not only in cornering and handling but also in ride comfort. This is because all the lateral and trailing links, as well as the toe links, can be adjusted, making camber and toe adjustments relatively straightforward. Even the rear antisquat geometry and roll-center height are adjustable—and in the case of our project system, it features double-adjustable coilovers, too.

Another important note: In the stock rear suspension design, used from 1963-82, the large, thick half-shafts—connected via U-joints at both ends—effectively acted as upper control links, which worked well enough in corners but not so much for comfort. That has all changed with the DECALink setup, as the 10-link design relieves the half-shafts of that burden. There are no U-joints anymore, since CV joints provide a greater range of motion.

It all contributes to a customized driving experience that better balances performance and comfort. The last time we visited Detroit Speed’s website, there were six versions of the DECALink, differentiated by the type of damper and the strength of the axle shafts. Regardless of the specifications, it’s important to note that installation involves a fair amount of cutting and welding, which includes a steel upper mount, a lower aluminum cradle, and mounting plates for the trailing arms and more.

In short, it’s a project suited for more experienced DIYers or one best left to the professionals, which was our choice. Also, Detroit Speed says the system can be installed with the body in place, but from what we’ve seen of the installation, that seems like a masochistic endeavor. Given the access needed for some of the cutting and welding, it’s much, much easier to do with the body off the frame. Trust us on that.

A few more notes: The DECALink system fits C2 and C3 models, but when used with a C2, a couple of clearance holes must be drilled in the body. Additionally, the rearend centersection can be reused on 1965-79 models, but there were differences in the 1980-82 models that make their centersections incompatible. Fortunately, sourcing an earlier-model centersection is easy. The crossmember for a 1968-79 model will also be needed with that swap.

We still have a long way to go on our Corvette project, but with the front and rear suspension completed, our restored and modernized chassis is ready to accept the powertrain, and we can’t wait to get started. Stay tuned!

Close-up of the Detroit Speed DECALink independent rear suspension (IRS) system installed in a 1971 C3 Corvette chassis, featuring the central differential housing, CV axles, and black coilover shocks.
2. The result was to have the latest from Detroit Speed, along with the DECALink system for our C3 (1971) Corvette in front, and the rear was just the right package. Previously, we covered the IFS; this month, we are focusing on the IRS installation.
A yellow 1971 Corvette Stingray body being lifted from its chassis on a Mohawk two-post lift at Hot Rods by Dean. A mechanic is positioned by the lift arm, working on the separation process in a garage filled with vintage vehicles.
3. Our 1971 Stingray project car was a solid but worn starting point, covered in decades of dirt and grime. We took it to Hot Rods by Dean in Phoenix, where they began by removing the body from the chassis.
High-angle view of the original 1971 Corvette chassis and independent rear suspension, heavily covered in thick brown dirt and grime. The stock differential, half-shafts, and transverse leaf spring are visible within the rusted metal frame.
4. With the body removed, we get a clearer view of the stock independent rear suspension, which used heavy, transversely mounted leaf springs and a pair of shock absorbers. In their time, the C2 and C3 Corvettes (sharing the same basic chassis and suspension designs) handled quite well—especially compared to solid axles—but ride quality was never their strong suit.
Stripped 1971 Corvette chassis frame on a workshop floor, focusing on the rear section. The bare metal is covered in brown dirt and grime but is structurally sound and prepped for the installation of the new rear suspension.
5. Although it didn’t look perfect, the chassis was solid and free of rust. The C2/C3 frames are known for rusting in the boxed sections and around the welded areas of the rear kick-ups. Luckily, this one was in good shape; it was cleaned, stripped, and prepped for the new rear suspension.
Rear section of a powder-coated black C3 Corvette chassis with the Detroit Speed Independent Rear Suspension (IRS) fully installed, featuring silver wheel hubs, black differential, and coilover shocks against a white background.
6. Here’s the rear portion of our chassis, cleaned, powdercoated, and equipped with the latest Detroit Speed IRS.
A bare, rusted 1971 Corvette chassis frame sits on orange jack stands in a shop. It has been stripped of its rear crossmember, bumper brackets, and various mounts in preparation for the new Detroit Speed suspension installation.
7. Preparing the chassis for the new suspension assembly involved removing the frame crossmember and cutting off the bumper brackets, shock mounts, brake line brackets, and more.
Full view of the powder-coated black 1971 C3 Corvette chassis with the complete Detroit Speed front and rear suspension systems, including hubs, coilovers, and rear differential, isolated on a white background.
8. Our C3 frame is now powdercoated and is fitted with the Detroit Speed IRS.
Low-angle view of the Detroit Speed IRS cradle assembly installed on a black powder-coated C3 Corvette chassis. The assembly features a silver aluminum lower section and a black steel upper section, shown mounted with coilovers and sway bars.
9. Admittedly, we missed a significant portion of the drilling, grinding, and prepwork on the chassis by the time we arrived at Hot Rods by Dean with our camera, but in a nutshell, the IRS cradle assembly—made of steel upper and aluminum lower sections—attaches to brackets welded to the frame.
Digital 3D CAD rendering of the Detroit Speed IRS assembly, highlighting the intricate arrangement of silver control bars, uprights, coilover shocks, and a black sway bar in a complex, multi-link suspension configuration.
10. CAD drawing showing the Detroit Speed IRS control bars throughout, custom coilover shocks, a sway bar, and new uprights.
Close-up of a black stabilizer bar mounting bracket and rubber bushing secured to a powder-coated C3 Corvette frame. The assembly illustrates the additional mounting points drilled into the chassis for the Detroit Speed IRS installation.
11. Additional mounting holes need to be drilled into the frame to support the rear stabilizer bar. The project involves quite a bit of drilling, cutting, and welding.
Close-up of a black 12-bolt differential housing integrated into the Detroit Speed DECALink system on a C3 Corvette. The image highlights the specific mounting brackets and thick tubular steel cradle that supports the heavy rearend assembly.
12. The DECALink system is designed for 12-bolt rearends and has a mount specifically for them, but there are a few caveats: First, reusing the stock 12-bolt requires installing Detroit Speed’s own stub axle shafts. Additionally, the DECALink does not work with the rearend housing used in 1980-82 models, which had an aluminum case and different mounting provisions. A 1965-79 rearend housing must be sourced for those model years.
Close-up of the black tubular lower differential bracket bolted securely to the stock chassis crossmember mount. The image highlights the "no-fabrication" bolt-on design of the Detroit Speed IRS for the C3 Corvette.
13. No fabrication needed here. The front of the lower differential bracket attaches to the stock crossmember mount, just like the original differential assembly.
Close-up of the rear chassis with the Detroit Speed IRS installation, showing black upper and lower trailing links secured with silver bolts to a heavy-duty steel bracket welded into the frame kick-up.
14. The upper and lower trailing links attach to brackets welded to the chassis. There are three mounting positions for each link, and Detroit Speed recommends starting with the middle positions.
Close-up of the Detroit Speed IRS assembly, featuring a CV joint half-shaft with rubber boots and silver metal ends. This modern design replaces original U-joint shafts to provide a greater range of motion and a smoother ride.
15. In the three-link design of the original C2/C3 rear suspension, the half-shafts (connected with U-joints) effectively acted as upper suspension links. The multilink design of the Detroit Speed system removes that need, replacing the half-shafts with CV joints, which provide a greater range of motion. They also help ensure a smooth ride.
Close-up of a silver aluminum upright assembly for the Detroit Speed IRS, featuring five wheel studs and multiple mounting points for CV joints, trailing arms, and brake caliper brackets.
Close-up of the rear of the Detroit Speed aluminum upright, featuring the outer CV joint boot, black adjustable suspension links, and a red brake caliper mounted to the assembly.
Top-down view of a silver cast-aluminum suspension upright for a C3 Corvette, showing the five-stud wheel hub and multiple integrated mounting points for CV joints, links, and brake brackets.
16-18. Aluminum uprights are included and serve multiple functions, including mounting points for the outer CV joints, trailing arms, toe-links, lateral links, and stabilizer bar endlinks. They also support the brake caliper mounting brackets.
Rear view of a silver aluminum suspension upright for a C3 Corvette, showing the central axle bore and several integrated mounting points. The design features inboard trailing-link mounts to accommodate wider 18-inch wheels and 295-series tires.
19. Here’s a rear view of one of the uprights, showing the installed components. It’s worth noting that the offset trailing-link mounts were kept inboard in the design to allow for wider wheels and tires to be mounted. Eighteen-inch wheels and up to a 295-series tire should fit within the wheel openings.
Close-up of the rear suspension assembly showing a black JRi coilover shock with a silver spring installed. A remote reservoir canister is mounted above the shock, connected by a thin line, indicating a double-adjustable configuration.
20. Coilover shocks made by JRi are included. Depending on the kit, they can be non-adjustable, single-adjustable, or double-adjustable. The single- and double-adjustable dampers have remote reservoirs. This system uses double-adjustable coilovers. Each must be assembled before installation.
A black JRi coilover shock with a black spring and silver components, connected to a separate black cylindrical remote reservoir by a flexible hose, shown on a white background.
21. Remote reservoirs for shocks allow greater fluid volume within the damper, which helps dissipate heat and reduce the risk of faded performance. They must be mounted nearby on the frame. Detroit Speed offers brackets specifically for this purpose.
Front-view CAD rendering of the Detroit Speed IRS assembly, displaying the silver mounting cradle, multi-link control arms, coilover shocks, and uprights, while omitting the central differential and brake components.
22. The CAD drawing shows the front view of our IRS mounting with control components, excluding the centersection and brakes.
Close-up of a black JRi coilover shock with a silver adjustment collar and black spring installed on a C3 Corvette chassis, bolted to the aluminum upright within the Detroit Speed IRS assembly.
23. Attaching the coilovers mostly completes the installation, but the project isn’t done yet. It’s important to do a thorough nut-and-bolt check of all the fasteners. Once the car is put together with the body reattached, and it’s back on the ground with the wheels and tires installed, the ride height will need adjustment. That’s still a long way off for this project.
Close-up of a Wilwood rear brake assembly featuring a black 14-inch drilled-and-slotted rotor. Two red calipers are visible: a large four-piston primary caliper and a smaller secondary electronic parking brake caliper.
24. Like the front brakes on this Corvette, the rears are supplied by Wilwood and feature 14-inch, two-piece rotors that are drilled-and-slotted, along with four-piston calipers. The extra caliper mounted on the rotor is for an electronic parking brake system. It’s high-tech because we’re fancy like that.
A specialized black and gold-toned Detroit Speed rear bracket featuring multiple mounting holes and two long threaded studs, designed to support a Wilwood caliper and electronic parking brake.
25. Our rear Detroit Speed bracket holds the Wilwood caliper and the electronic parking brake.
Flat-lay view of a black Wilwood 14-inch rear brake rotor with a drilled and slotted surface. The central mounting hat features safety-wired bolts and multiple sets of bolt holes to accommodate various vehicle bolt patterns.
26. The Wilwood drilled-and-slotted 14-inch rear rotor accepts multiple popular bolt patterns.
A red Wilwood four-piston rear brake caliper on a white background, featuring a large silver Wilwood logo and showing the internal brake pads within the open central housing.
27. The Wilwood rear brake caliper is a four-piston model (the front is six-piston).
A Wilwood electronic parking brake assembly featuring a red mounting base and black motor unit, shown alongside two small brake pads and two silver mounting bolts on a plain white background.
28. The Wilwood electronic parking brake (PNs 140-15978-RD, 140-15979-RD, or 140-16849-RD) is suitable for a variety of applications and can be used on solid axle or independent systems.
Close-up of the Wilwood rear brake system on a C3 Corvette, featuring a black drilled-and-slotted rotor with two red calipers: a primary brake caliper and a matching electronic parking brake actuator mounted to a silver aluminum upright.
29. Here’s another look at the brake system with the electronic parking brake, which features matching calipers and actuators that mount the aluminum uprights on each side. The kit also includes a controller and wiring harness.
Completed Detroit Speed IRS and red Wilwood brakes installed on a black C3 Corvette chassis. Features include the rear differential, coilovers, and remote shock reservoirs mounted to the frame rails.
30. The finished rear suspension (with mounted shock reservoir) and brake installation elevate our C3 Stingray project to a new level of performance. The project is much easier to complete with the body off the frame, and while Detroit Speed says it can be done as a body-on project, it’s hard to see doing it that way.
Wide shot of the entire C3 Corvette chassis on jack stands with Detroit Speed suspension and Wilwood brakes fully installed.
31. There’s still a long way to go with our project, but our restored and modernized chassis now features the latest Detroit Speed suspension systems, front and rear, along with Wilwood brakes that should handle anything we throw at the car on an autocross course. Next, we’ll start installing the powertrain.

Hot Rods by Dean
(623) 581-1932
hotrodsbydean.com
(704) 662-3272
detroitspeed.com
(805) 388-1188
wilwood.com
Modern Rodding
VOLUME 7 • ISSUE 65 • 2026
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