Have you ever seen an NHRA Stock Eliminator fourth-gen practically laying it on the bumper and wondered-how is this possible?
Give S&W Racecars a call, they will show you how it's done. The Spring City, PA, fabricators make a wide array of chassis and suspension components for domestic applications-including some nice rollcages, bolt-in suspension parts for third- and fourth-gens, and sick four-link conversions. For the benefit of our more street-oriented (or class restricted) readers, we've decided to demonstrate the installation of S&W's stock-style suspension replacement components. Made completely out of chrome-moly tubing and Energy Suspension polyurethane bushings, S&W's adjustable torque arm, subframe connectors, driveshaft loop, lower control arms, and adjustable Panhard bar costs a grand total of $1,177.95-surprisingly frugal given the top-of-the-line materials. More budget-oriented folks can select the DOM versions for even greater savings with the same great quality, sacrificing only weight. Follow along as we outfit Melvin Benzaquen's LS1 Firehawk with a fresh suspension, given the help of our trusted friends at TT Performance in Little Falls, NJ.
 S&W's complete chrome-moly...  S&W's complete chrome-moly bolt-in fourth-gen F-body suspension consists of: subframe connectors (PN 40-610CF, $454.50), weld-in crossmember kit (PN 40-611, $49.95), adjustable torque arm (PN 40-601CM, $333.50), lower control arms (PN 40-602CM, $174.50), and adjustable Panhard bar (PN 40-603CM, $165.50). Energy Suspension polyurethane bushings, bushing lubricant, and all-new hardware are provided. A driveshaft loop is integrated into the crossmember, which also mounts the front of the torque arm using poly bushings. Race-proven, high-strength rod-ends are used where it connects to the rear housing. Also important to note is that some rears have a through bolt type housing and some have threaded-and there are different part numbers for each style. Consult your S&W salesman to figure out which you require. |  Jason Partyka at TT Performance...  Jason Partyka at TT Performance begins our install by removing the poly bushings from the package and lubes both the outside, where it slips into the lower control arm, and the inside, where a metal sleeve will be inserted. These are simply pressed in by hand before installing the control arm. |  The factory control arm bracket...  The factory control arm bracket looked to be a tight fit on the bushing, so Jason used this hydraulic ram to coerce it into place after placing the Firehawk on the lift. This is obviously not Jason's first time installing new suspension parts on an F-body, take caution when attempting the same feat. |
 A test-fit of the control...  A test-fit of the control arms revealed that the new hardware was an impossible fit with the factory boltholes. |  Though the tapered stock bolts...  Though the tapered stock bolts were easy to install and remove in comparison, this higher-quality bolt seems much more reliable-not to mention it's brand new. Jason ground out the boltholes a touch and we were in business. |  The new bolt and nut were...  The new bolt and nut were installed temporarily, but it would soon need to come back out, as this is where the subframe connector attaches. |