All right, enough rambling about this latest project in my editorials-it's about time to get down to business, ain't it? I think so, so let's get to it. And what better place to start than the frontend? While it's geographically a perfect starting point, it's also an area that doesn't have a lot of options to choose from ... until now.
For the '47-up 1/2-ton Chevy/GMC crowd, when it comes to aftermarket suspension, there are a number of avenues to travel, literally and figuratively speaking. From IFS to dropped axles, there's no shortage of options or suppliers. Back up a few years model wise, however, and it's a whole 'nuther ball game-unless you want to throw "universal fit" into the lineup. For some, myself included, I'm not up for adapting a "fits most" crossmember and then trying to figure out the rest from there. Same goes for the rear. In general, light-duty truck frames from '37-40 are not created equal. While the track widths, or tread-to-tread measurements, are similar, the wheelbase goes from 112 inches in '37-38 up to 113 1/2 inches for '39-40 trucks. For the '41-46 models, the wheelbase increases to 115 inches and the track width is 2 inches wider-fortunately, that's similar to the '47-53, so there's sufficient cross-reference for parts. Overall, other than there being less public demand, it's still not clear why there isn't more component availability for the pre-Art Deco model series like there is for the Advance Design, Task Force, and up. Fortunately, someone else was wondering the same thing: in comes Total Cost Involved Engineering.
When asked why they didn't have applications for the earlier Chevy trucks in their catalog, Total Cost Involved's higher-ups simply shrugged their shoulders and said, "We should ... we get enough inquiring calls." They also pointed out that many of these same potential customers expressed interest in retaining a six-cylinder-based drivetrain, be it early era (216-235) or later style. What a coincidence-my plan was to do the same. And seeing as I had guinea pig material just waiting to be experimented on, a deal was struck and the prototyping soon began.
The end result: Complete IFS (coil, coilover, or air spring) for '37-40 1/2-ton pickups. Additionally, they developed a brake pedal and master cylinder bracket, which is crucial, as these trucks originally utilized a system that mounted to the transmission, not the framerail. The six-cylinder issues were addressed accordingly as well, and hopefully by the time this reaches print, TCI will have new side mounts available to install mid-'50s through '62 inline 235s. And as you will see in the coming months, the parts availability for the early trucks will continue, as TCI develops a parallel leaf and four-link setup, as well.
 Old Dirty, in all her, well,...  Old Dirty, in all her, well, dirty original glory, is about to begin her dirty transformation-and it all starts with the front suspension. |  After stripping the truck...  After stripping the truck of all front sheetmetal-hood, grille, fenders, radiator, and core support-the tired old 216 was relieved of duty once and for all. The remaining suspension and steering was left intact for the time being. |  Before tearing the rest of...  Before tearing the rest of the parts off, the chassis wheelbase was measured and marked accordingly. While the radiator core support crossmember will be retained, the stock motor mount portion will not, as you're about to see. |
 With the axle removed and...  With the axle removed and the steering column cut from the box (it will be modified for use with the manual rack), the truck is squarely secured to the rack and readied for some cutting and welding at Total Cost Involved in Ontario, CA. |  To make room for the rack-and-pinion,...  To make room for the rack-and-pinion, the rear 2/3 of the front crossmember must be cut out. This is the main reason why an "early" Stovebolt engine is pretty much out of the question-but we will facilitate a side-mount style 235 when it's all said and done. |  The leftover portion of the...  The leftover portion of the crossmember will not only allow use of the stock radiator, but it keeps the framerails from going every which way but straight. If you choose to replace completely, just make sure to brace the 'rails beforehand. |
 Since the TCI crossmember...  Since the TCI crossmember needs some "meat" to be welded to (boxing plates), the 'rail edges are straightened and smoothed as best can be. |  Another required modification...  Another required modification is having to trim out the curled-up portion on the upper right 'rail-this will be filled in with sheet steel and blended into the boxed section. |  While the boxing plates themselves...  While the boxing plates themselves are true and straight, your frame may not even be close-so fit and adjust as necessary before welding the plates in place. |