With the body lifted, the new spring easily slides onto the stock perch.

To install the new shocks, Eric had to bore out the bottom of the shock mount with a 5/8-inch drill bit.

From there, our new QA1s bolted right in.

Here is Global West's adjustable panhard rod with spherical bearings sitting on top of the stock, flimsy, non-adjustable rod. The new panhard rod benefits from ease of adjustability and will control lateral movement of the rear axle. Eric set the new panhard rod on top of the old one so he can get the length adjusted as close as possible before bolting it in.

As you can see here, the new panhard rod easily bolts into the stock location.

Doug used this piece of aluminum to measure the distance between the tops of the fender on each side of the body to the wheel in order to find the exact roll center of the car. He notched it on the top section so it would have room to clear the tire. You can use a piece of wood or plastic just the same. We were off by 1/8 inch, which translates to two threads of adjustability on the panhard rod.

The Global West subframe connectors will provided our T-top Z28 with the necessary chassis stiffness we'll need when hanging it out in the corners. These are 2 inches in diameter and consist of 0.125 wall thickness.

They fit snugly up under the rocker rails and we lost no ground clearance. These will also come in handy in the case of side impact, and they also make a nice jack point. When welding them in, Eric points out to be careful and not get too much heat in the floors.

To finish up the rear suspension installation, Doug uses an angle finder to compare the pinion angle of the driveshaft to the rearend. If the angle of the rearend is off just one degree from the driveshaft, we'll have a nasty vibration in the car that will cause handling issues at speed and even a loss of horsepower. We certainly don't want that.