The 1958 Chevy Impala was the first with dual headlamps and the tailfins that grew wildly through 1957 were replaced by deeply sculptured rear fenders. Another key design element of the 1958 Chevy Impala were the three taillights per side. Lesser models that year had two and the wagons a single taillight per side. More design elements intended for the Impala were the crossed-flag insignias above the side moldings, as well as bright rocker moldings and dummy rear-fender scoops. The Impala nameplate was first seen on the 1956 General Motors Motorama show car that was more Corvette than passenger car. The name Impala was taken from the African antelope because of its smooth flowing lines and graceful movements. The “antelope” became the car’s logo. The 1958 Chevy Impala has long been recognized as a prime candidate to build as a custom—or in today’s vernacular, a Street Cruiser.

Heading for the hills of South Dakota is Larry Olson’s immaculate looking and performing 1958 Chevy Impala as it rolls out from beneath the doors for the first time at Alloway’s Hot Rod Shop (AHRS) in Louisville, Tennessee, under the watchful eye of Bobby Alloway. He’s long been recognized for his “mile-deep” PPG black paint covered in 2002 clear, signature wheels, and hot rod stance. This Chevy Impala is the only 1958 AHRS has built and it may be one of the finest of any of the shop’s builds.

So, when it came time to start assembling the suspension components for our 1940 Ford DeLuxe here at Clampdown Competition we knew we were going to go with four-wheel disc brakes. It was also decided we’d be better off starting with a new chassis from Fatman Fabrications with its modern, Mustang II–style IFS up front, rack-and-pinion steering, and a 9-inch Ford rearend located by a triangulated four-link. Four-corner coilovers will also be used along with sway bars, front and rear, with the intention of getting our old Ford to perform and ride like a more modern vehicle than Henry originally designed. We’ll be using stock-style 1940 Ford wheels from Coker Tire, so our DeLuxe will still look the part, but with the blown Chrysler pumping out double what the original Flathead was capable of we’ll be in need of some serious stopping power.

Wilwood Engineering is a name that’s become synonymous with high-performance disc brake systems since its inception in 1977. Today, they’re one of the most installed stopping systems in a number of aftermarket applications. Their Dynalite line of forged four-piston calipers serve as the baseline for a number of Wilwood’s brake kits and when used with their large, vented rotors will make for the perfect fit for our 1940. Their internal rear parking brake design will allow us to use a traditional floor-mounted Lokar handle, mated using a set of their cables.

By Brian Brennan Photography by THE AUTHOR Videography by Ryan Foss Productions

When Less is More

ll of us grew up knowing how to change a spare tire or we learned quickly while parked on the side of the road. Odds are we haven’t changed many flats in recent years as a result of tire technology, better roads, and the cell phone that have transformed the way we live. So, what to do with the spare tirewell in our ’50s and ’60s cars as they, for the most part, no longer comply to the specs of our new tire sizing and wheels of choice. Of course that doesn’t mean you shouldn’t be prepared, but that’s a story for a different page.

The 1955 Chevy wagon in these photos is Modern Rodding’s very own project car with the work to be handled in our In The Garage Media Tech Center. (We will also be unveiling our Model A roadster in the coming months.) This will be the first of a long string of stories that will deal with everything from removing the spare tirewell that now provides for a larger gas tank mounted underneath to upgrading the tailgate and the surrounding sheetmetal. A little background on the 1955 Chevy wagon as it is offered in both two- (Nomad) and four-door wagons. Our four-door is a six-passenger, seven-window wagon that’s in need of a lot of help.

Chevrolet made a dramatic change to its body design in 1955 with the new smooth straight panels on the hood and sides. This was a noticeable change from previous years, which was still reminiscent of the prewar styling. Aside from the flatter panels, the wrap-around windshield and rear glass, and the noticeably different taillights, the new look clearly distinguished itself from early models. It was also the first-year style and performance were combined through the introduction of the 265-inch V-8. As you can tell from the photos our 1955 Chevy wagon has seen better days. In other words, patina is alive and well and lots of work will be needed to bring our 1955 Chevy wagon back to summertime drivetime specs while keeping the “character” years of use and abuse have produced.

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

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.

By Gerry Burger Photography by the Author

ecently we set about removing the old fuel tank and installing a new Tanks Inc. fuel tank in our 1936 Ford phaeton. The removal of the old gas tank and installation of the new unit went as expected. When we last left you, we had a brand-new fuel tank and no way to get gasoline into said tank. All of this is part of our postwar custom approach to the car with no spare tire, custom split bumpers, no top (Carson Top may come later), and 1940 Packard taillights. The original 1936 Ford gas cap extends up through the driver side taillight. Clever in its day, but when the taillights left so did the fill cap.

We figured there were two basic choices: a simple stock-style gas cap and grommet protruding through the fender or we weld in a gas-fill door. After working this hard to slick the rear of the car, the last thing we wanted was a gas cap sticking out of the fender.

After installing a Classic Instruments fuel gauge sending unit, the tank bolted in as a direct replacement with a simple piece of rubber fuel line connecting to our existing fuel line on the car. Before we go any further, we want to remind you, if you are working around any gas tank, please exercise the utmost caution. Grinding and welding can ignite fumes.

This 1950 Buick Sedanette is a good example of finding unique raw material where the “De-Merritt” touch could fuse art and technology. From the toothy grille and fastback rear, the Buick’s silhouette is immediately recognizable as the embodiment of ’50s styling. When Denny discovered it in Louisville, Kentucky, he was happy to find it was a California car with virtually no rust. Acquired in 2012, Denny kept it until 2016 when planning was complete and work began. The customizing process took another four years with virtually everything under its vintage sheetmetal upgraded to new millennium standards while keeping the exterior deceptively stock. Only the wheels and low-slung silhouette hint at the transformation while the impressive exhaust burble underscores the power lurking beneath the side-opening hood.

The first step was separating body from chassis and having both dipped to ensure a rust-free future. The original framerails were reinforced then upgraded with a Nova clip and a 10-bolt GM rear with 3.73 gears. In order to eliminate future parking woes, a modern Flaming River power rack-and-pinion steering wheel ensured the heavy Buick could be guided with just one finger. The same theory applied to the huge set of Baer brakes with six-piston calipers and 14-inch rotors. They are the biggest Baer makes, capable of bringing the big rig to a stop in an impressively short distance.

If You’ve Ever Started a Car Without a Neutral Safety Switch You Know the Rest of the Story

t’s not much of an accessory, it’s relatively inexpensive, it’s simple to install, and it’s one of those things you really shouldn’t live without. Not having one could cost you a great deal. The Neutral Safety Switch (NSS) is something that every hot rod should include, and for good reason. If you have ever driven a hot rod without an NSS you understand what can happen should you forget to go through your “pre-start checklist.” I have seen firsthand the damage and injury that can be caused when there isn’t an NSS within a car’s starting sequence. I have seen beautiful hot rods rearrange cinder block, jump off the ramps on a trailer, and, worst of all, an innocent bystander severely injured. You never want to be responsible for something like this—you will always remember your lapse in good judgment. We checked in with American Autowire, Bowler Performance Transmissions, and Lokar Performance Products to gather some info on the NSS.

A Little Background

The SEMA show came into being in 1963 and it was right about this time that one can trace the movement of safety equipment from racing to street cars. During the ’60s the brand-new cars would be unveiled at the local new car dealership in September. All of us first noticing the horsepower numbers did recognize the rapid growth of the safety equipment that was coming along for the ride, so to speak. I remember my first new car, a 1967 Chevy II Nova SS, with its 327, four-speed, Posi rearend, and disc brakes, outfitted with safety goodies that I hadn’t seen on my 1950 Studebaker Commander or my 1956 Chevy. (I didn’t order A/C or any power accessories because that robbed horsepower and I was a drag racer.) For 1967 my Chevy II came equipped with a dual master cylinder braking system along with a warning lamp, a four-way hazard warning flasher, side marker lights, shoulder belts, and a fully collapsible energy-absorbing steering column to go along with what was already on board. Those of you who have been at this hot rod game for a while may recall in December 1971 General Motors recalled over 6.68 million 1965-1970 Chevrolets with defective V-8 engine mounts—and that included my Chevy II! (NHTSA Recall 71-0235, now 71V-235.) Something about the left motor mount breaking, the engine would torque, and the throttle would stick wide open. Even I could see this problem. Common safety devices found in motorsports, such as seatbelts and disc brakes, were invented for motorsport applications and found their way into production vehicles. Although most production vehicles have had an NSS as early as the late ’50s, their use on manual transmissions was mandated by the SFI Foundation and became commonplace in the early ’80s on all production vehicles.