Modern Rodding Tech
InTheGarageMedia.com
Aldan’s Gary Nelson took charge of making the suspension swap on this 1956 Chevrolet Bel Air. Nelson recommends having the alignment checked whenever front suspension work is done.
Sophisticated Suspension for Tri-Five Chevys
We Look at Aldan’s Direct Fit Road Comp Coilover Conversion and Billet Aluminum Shocks
By Ron Ceridono Photography by Nick Licata
O

ver the years American manufacturers have produced a number of automobiles that quickly reached icon status with enthusiasts. Remarkably General Motors managed to do it three years in a row with the 1955, 1956, and 1957 Chevrolets. With outstanding performance and crisp, clean styling, these cars were instant hits with hot rodders and remain so today.

While the styling of Tri-Five Chevys is timeless, the same can’t be said for their performance. Fortunately, there are a number of ways to update components like the running gear, steering, and brakes and now Aldan American has done the same for the suspension system. With their bolt-on Direct Fit Road Comp (PN 300119) front coilover and rear shock kits, those beloved Bowties can have improved ride and handling with a ride height from stock to 2 inches lower.

There are a number of advantages with coilover shocks when compared to more traditional suspension systems. Coilovers are compact and allow the suspension’s spring rate to be optimized by changing the easily replaceable coils that are available in a wide range of rates. In addition, altering ride height can be done by turning the threaded adjuster on the shock absorber body to change the preload on the springs.

Regardless of whether a shock absorber is used with a spring wrapped around it or not, its function is the same—to dampen the motion of the spring during compression when the car hits a bump and afterward when the spring rebounds returning to ride height. In simple terms a shock absorber is a type of oil pump. A piston with a series of holes in it moves up and down in an oil-filled tube (nitrogen gas is often used to keep the oil from foaming) as the suspension operates. Forcing the oil through those openings provides resistance, which dampens the suspension’s movement. One-way valves and various size openings allow compression and rebound damping to be optimized for the application. In operation, hydraulic shocks adjust to road conditions—the faster the suspension moves, the more resistance they provide.

Aldan offers shock absorbers in a variety of configurations, fixed valves, single adjustable that allow compression or rebound rates to be a tuned, and double adjustable that provide tuning of both functions. Non-adjustable shocks have preset factory valving optimized for specific applications based on Aldan’s 40 years of experience. Compression adjustable shocks have six settings, while rebound adjustable shocks offer six to eleven. Double-adjustable shocks offer 17 individual settings. Regardless of the number of adjustments, all Aldan shocks are made in-house to strict quality standards. The shock bodies are machined from solid bars of 6061-T6 billet aluminum, Viton seals and O-rings are used throughout, and the shafts are heat treated and chromed for a long service life. If it’s ever needed, Aldan shocks can be rebuilt or re-valved.

The Tri-Five Chevy kit shown here came with single-adjustable front shocks (compression only) and single-adjustable (rebound only) in the rear. To fine-tune the shocks Aldan’s Gary Nelson recommends adjusting one end of the car at a time, starting with compression damping up front. Find a stretch of road with a bump or dip, drive the car through it at 15-20 mph. Adjust the front damping until any bounce is eliminated. Next, using the same section of road, adjust the rebound in the rear for the smoothest ride.

Aldan’s Tri-Five Chevy coilover conversion kit is a direct bolt-in installation, but the results belie the effort involved. It just seems like the installation should be more complicated judging by the results, but it’s not. It is the quick-and-easy way to add sophisticated suspension components to an iconic car.

1: Aldan’s Road Comp Direct Fit Tri-Five suspension kit
1. Aldan’s Road Comp Direct Fit Tri-Five suspension kit (PN 300119) includes front coilovers, TruLine rear shocks, and the necessary hardware for installation.
2: This 1956 Chevy had received a number of updates, including disc brakes and a heavier-than-stock antiroll bar
2. This 1956 Chevy had received a number of updates, including disc brakes and a heavier-than-stock antiroll bar (both wise additions).
3: To prevent damage to the brake hoses when the spindles were separated from the lower control arm, the calipers were removed
3. To prevent damage to the brake hoses when the spindles were separated from the lower control arm, the calipers were removed. Note the caliper is suspended by a zip tie—never let them hang from the hoses as they can be damaged causing leaks or even failure.
4: The OEM-style tube shocks use a stud upper mount and a T-bar at the lower end
4. The OEM-style tube shocks use a stud upper mount and a T-bar at the lower end. The new coilovers will attach the same way.
5: Removing the antiroll bar links will allow the lower control arms to swing down far enough to remove the springs
5. Removing the antiroll bar links will allow the lower control arms to swing down far enough to remove the springs.
6: A few blows from an air hammer dislodged the spindles from the upper ball joints
6. A few blows from an air hammer dislodged the spindles from the upper ball joints. Note these are aftermarket dropped spindles.
7: A floor jack was used to carefully lower the bottom control arms so the springs could be removed
7. A floor jack was used to carefully lower the bottom control arms so the springs could be removed.
8: The arrow points to one of the factory nuts attached to the lower control arm that were used to secure the lower shock mounts
8. The arrow points to one of the factory nuts attached to the lower control arm that were used to secure the lower shock mounts.
9: A grinder was used to remove the nuts from inside the spring pockets
9. A grinder was used to remove the nuts from inside the spring pockets.
10: With the nuts removed the spring pockets of the control arms should be checked for cracks or any other damage
10. With the nuts removed the spring pockets of the control arms should be checked for cracks or any other damage.
11: The original shock mounting holes in the control arms must be drilled to 3/8 inch to accept the Aldan coilover’s fasteners
11. The original shock mounting holes in the control arms must be drilled to 3/8 inch to accept the Aldan coilover’s fasteners.
12: On the left is an Aldan coilover spring
12. On the left is an Aldan coilover spring. Note its conical shape—the larger top diameter fits into the stock springs’ upper pocket, while the smaller-diameter lower ends fit over the adjusters on the shocks.
13: The soon-to-be-trashed, OEM-style shock is on the left, with the new billet single-adjustable coilover shock on the right
13. The soon-to-be-trashed, OEM-style shock is on the left, with the new billet single-adjustable coilover shock on the right. At the bottom of the Aldan shock is the compression damping adjustment knob with numbers one through six. The barrel valve adjuster will return to one after the knob is turned past six.
14: To make spring preload adjustments easier, Aldan offers an optional thrust bearing kit
14. To make spring preload adjustments easier, Aldan offers an optional thrust bearing kit. Prior to installation the bearings must be thoroughly lubricated.
15: The thrust bearings with steel washers on both sides are dropped over the shock body and register on the spring adjustment collars
15. The thrust bearings with steel washers on both sides are dropped over the shock body and register on the spring adjustment collars.
16: Coating the threads on the shock bodies with copper-based antiseize will protect them from galling when adjustments are made
16. Coating the threads on the shock bodies with copper-based antiseize will protect them from galling when adjustments are made.
17: Aldan’s adjustable spring collars are secured with socket head pinch bolts
17. Aldan’s adjustable spring collars are secured with socket head pinch bolts. There are notches in the collars for a spanner wrench to simplify adjustments.
18: The new coilovers are slipped into the frame’s spring pockets
18. The new coilovers are slipped into the frame’s spring pockets. The upper ends of the springs seat against the original spring pockets and the upper ends of the shocks are secured with a pair of bushings and nuts like the originals.
19: Aldan offers optional reinforcement plates to strengthen the attachment points on the lower control arms
19. Aldan offers optional reinforcement plates to strengthen the attachment points on the lower control arms. They’re positioned on the bottom of the shock bodies before installation so they will be on top of the lower control arms when installed.
20: The bottoms of the coilovers are secure to the lower control arm through the original shock mounting holes (drilled oversize) with the supplied hardware
20. The bottoms of the coilovers are secure to the lower control arm through the original shock mounting holes (drilled oversize) with the supplied hardware. The shocks should be positioned so the adjustment knob is accessible.
21: For small-block applications such as this one Aldan recommends 450-pound springs, big-blocks use 550-pound coils
21. For small-block applications such as this one Aldan recommends 450-pound springs, big-blocks use 550-pound coils. Springs are available in black powdercoat or polished hard chrome.
22: In the rear the upper shock mounts are found in recesses in the forward section of the trunk floor
22. In the rear the upper shock mounts are found in recesses in the forward section of the trunk floor.
23: Aldan’s billet aluminum rear shocks will work with stock ride height cars and those that have been lowered up to 2 inches
23. Aldan’s billet aluminum rear shocks will work with stock ride height cars and those that have been lowered up to 2 inches. Ours came with polyurethane bushings—spherical bearings are also available.
24: The TrueLine rear shocks come with an adapter for the upper mount
24. The TrueLine rear shocks come with an adapter for the upper mount. Note the adjustment knob for the 11 steps of rebound adjustment.
25: With the clevises in place, the rear shocks mount through the truck floor like the originals
25. With the clevises in place, the rear shocks mount through the truck floor like the originals.
26: Hardware for the upper mounts include a serrated nut and a thick, large-diameter washer
26. Hardware for the upper mounts include a serrated nut and a thick, large-diameter washer.
27: At the bottom the rear shocks attach to the original studs on the lower spring plate
27. At the bottom the rear shocks attach to the original studs on the lower spring plate. Note this car has been equipped with lowering blocks.
28: It doesn’t get much cooler that this: the classic styling of a 1956 Chevy with a killer stance combined with the improved ride and handling Aldan’s Road Comp Direct Fit suspension kit offers
28. It doesn’t get much cooler that this: the classic styling of a 1956 Chevy with a killer stance combined with the improved ride and handling Aldan’s Road Comp Direct Fit suspension kit offers.
SOURCE

Aldan American
(310) 384-7478
aldanamerican.com

Modern Rodding
VOLUME 2 • ISSUE 10 • 2021
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