’63 FORD FASTBACK
January 10, 2025
THE AUTO BUILDER
Featured
GOD OF FIRE CORVETTE
“Corvette Bill” Bartenstein and his son, Bill Jr., are renowned around the state of Hawaii—more specifically Kailua—for their car-building talents. But that’s not all—at the 2007 Barrett-Jackson auction at Scottsdale, Arizona, a candy-blue Bartenstein-built ’69 Pro Touring Camaro fetched a record $182,000. It just so happens that this Firemist Red ’66 Corvette Sting Ray resto rod—another Bartenstein creation—rolled across the B-J auction block that same weekend and sold for an incredible $130,000. So what makes a Bartenstein-built car so attractive? Let’s take a closer look.
STREET DREAMS
Mark Turner is an avid hot rodder—he eats, sleeps and breathes hot rods and muscle cars, and he jumps at any opportunity to add another car to his collection. On one of Turner’s many trips to check on the progress of a Camaro he had being built at G&S Custom Fabrication & Suspension in Athens, Alabama, owner Greg Blaydes told him about a ’67 Camaro RS/SS convertible being built whose owner had lost interest and was looking to get out from under the car.
BOOSTED BIRD
All Ford guys know the proper formula for building a Fox-body car: take a Mustang and cram it full of injected V-8. That’s the mantra, the 11th commandment of the Mustang community. Fortunately, someone forgot to show that particular stone tablet to Bill Powell, owner of Powell Performance (714/992-4909). He did something very different when he built his Fox body: he built a Thunderbird, and he built it with a turbo-four.
Spotlighter
SPRING TO ACTION
Installing a Rear Parallel Leaf Spring Kit in a ’52 Chevy Panel Truck
Author
Jeff Tann
Story & Photography
The Helms Bakery Company started delivering bakery goods door to door in 1932 and had a small fleet of trucks servicing the Los Angeles area. The company was very successful, and by the ’50s it had a large fleet of Chevy panel trucks delivering to Los Angeles and the San Fernando Valley. The fleet consisted of early ’50s Chevy panel trucks that were modified inside with wood and glass cabinets to store bread and other bakery products. When the trucks were purchased they were ordered with heavy-duty springs that worked well with the heavy wood cabinets installed inside. The company upgraded the fleet as needed, so there were plenty of ’50s Chevy panel trucks that were retired in favor of new trucks in the ’60s. The company eventually succumbed to changing lifestyles in California and closed its doors in 1969.
Dean Brown, a longtime rodder, was in the market for a new project car and stumbled across this ’52 Chevy panel truck, which turned out to be one of the original Helms trucks. The bakery cabinets had been removed but the body was in good condition, and it was still running with the original six-cylinder engine. Brown thought the truck was very cool, so he made a deal with its owner and drove it home. He formulated a plan of attack and started acquiring the parts he needed to turn it into a hot Chevy panel. The parts included a strong-running V-8 engine, a Turbo 350 transmission, a Fat Man Fabrications IFS front suspension and a new rear suspension that would provide a softer ride quality.
In this story we will show you how the rear suspension was improved, in this case with a kit from TCI Engineering, but there are many companies that offer just such an upgrade. The truck was already equipped with dual parallel leaf springs, but the springs were extremely heavy-duty units. These suspension kits come complete with springs, front and rear brackets, shock absorbers and a shock crossmember. Different manufacturers will offer different shocks and bracket assemblies, but they all do virtually the same thing.
The original springs were disconnected from the original spring mounts and then the differential was removed from the truck. This truck was equipped with a torque-tube-style differential. It will be replaced by a Ford 9-inch differential with an open driveshaft.
Before the new spring mounts can be installed the old mounts have to be removed. Here the rivets that secure the mounts to the frame are being cut out with an oxy-acetylene welder.
After the rivets were cut out, the bracket was loosened with a large hammer.
5 Here the large cast iron bracket is being removed from the frame. After it was removed the frame was sanded with a 3-inch angle sander to dress the frame for the new bracket.
6 The new bracket was held against the frame and bolts using the original rivet holes to secure it.
7 The upper bolt was installed to hold the bracket in place. Here the nut is being installed and tightened. Another bolt was installed in the lower part of the bracket.
8 A few of the holes still had some of the original rivets in place so they were drilled out. Here we see one hole being opened up for another bolt.
9 After all of the holes were drilled out the bolts were installed and tightened. In this photo one of the lower bolts is being secured with an impact gun.
10 The rear spring mounts also have to be installed and they share the same mounting location as the original mounts. Here the original rivet holes are being cleaned out with a drill motor.
11 The holes are located very close to the original rear crossmember so the bolts had to be modified to fit. Here the bolt is being sanded on one side so it can be installed in the frame.
12 The bracket was held up to the frame and then the modified bolts were installed.
13 All of the holes were cleaned out with a drill, the bolts were installed and then the nuts were secured with an impact gun.
14 The spring was installed in the front bracket and then the long securing bolt was installed. This bracket holds the spring in place and the rear bracket allows the spring to expand and contract.
15 The urethane bushings were installed in the rear bracket. This closeup shows how the bracket is connected to the frame.
16 Here the spring perch bolt is being installed in the urethane bushing.
17 One side of the spring perch is connected first. Here we see the nut being installed to hold the perch hanger in place.
18 A pair of bushings and the large perch bolt were installed in each spring and then the springs were lifted and installed in the perch hanger. Here the nut is being installed to hold this spring in place.
19 After the first side was finished the perch bracket on the other side was connected to finish off the connection. As you can see this is the side that allows the spring travel. Note that the spring eye is reversed to keep the truck as low as possible.
20 The Ford 9-inch differential was placed on top of the springs with the spring pads that came in the kit.
21 The angle of the differential was checked to make sure it was correct. This magnetic angle finder remained on the differential while the measurements were being made.
22 The U-bolts were placed over the differential axle tubes in preparation for tightening the differential to the springs.
23 The differential has to be centered under the car so the measurements were taken on each side. The differential was moved from side to side until it was centered.
24 After the differential was centered the U-bolts were tightened, making sure the differential angle was correct. When everything was perfect the spring pads were tack welded to the axlehousing.
25 After the spring plate was connected to the springs the shock bolt could be connected. Here the shock bolt is being secured to the plate with an impact gun. This procedure was repeated on the other side.
26 The shocks were connected to the spring bolts and the nuts were tightened with an impact gun.
27 The upper shock absorber crossmember was placed inside the frame. It has to be located in a position where there will be no binding when the shock absorbers are connected.
28 Before the crossmember was secured to the frame the shocks were connected to make sure it was sitting at the correct angle.
29 The shock crossmember features a tube, used to connect it to the frame. Since the shock absorber mount rests in a position where there is a kickup in the frame, it is easily welded in the frame.
Here the shock crossmember is being connected to the frame with a MIG welder.
31 Here is the spring and differential finished and ready to go. The differential housing will be removed when the spring pads are finish welded. This spring is designed for the weight of the truck and should provide a comfortable ride.
ARTICLE SOURCES
Total Cost Involved Engineering Inc.
1416 Brooks Street
Ontario, California 91762
1-800-984-6259
Fat Man Fabrications
8621-C Fairview Rd, HWY 218
Mint Hill, NC 28227-7619
704-545-0369
