The Jim Meyer Racing Products '53-'62 Corvette direct-replacement chassis features the stock 102-inch wheelbase and a 1-inch narrower, 57-inch front track width (stock is 58 inches). The 2x4-inch box-tube mandrel-bent, jig-built chassis features engine/trans mounts, core-support, and body mounts, all in their stock locations. It is also optionally available with Air Ride Technologies ShockWave front-and-rear air-bag system.

Standard equipment on the Jim Meyer spindles, with the IFS or chassis, is 1011/42-inch front GM disc brakes, while 11- or 12-inch GM disc brakes, Wilwood, or Baer "super stoppers" are optional equipment. The ball joints used to hold these '70-'81 Jim Meyer Camaro-style spindles were used by GM on just about everything they made from about 1974 to 1988. This makes for great interchangeability for larger GM brakes and spindles.

The lower tubular A-arms (1-inch diameter by .156-inch wall D.O.M. tube) hold the QA1 adjustable aluminum coilover shocks at the bottom, while the upper coilover mount at the top between the upper A-arm (71/48-inch by .156-inch wall D.O.M. tube) features an adjustable upper coilover mount that offers about 3 inches of stance adjustment. No other manufacturer offers this kind of adjustable ride height front and rear.

At the top of the upper control arm tower is where the stance adjustability happens. Since there are two holes in the bracket, the four holes in our tower offers you a three position upper mount adjustment (using two holes for each movement up-or-down). These three positions will give you about 3-inches of adjustment up-or-down. For extra strength, the mounting surface of the bracket has a double thickness where it mates to the upper tower. The bracket can be flipped for an additional 1-inch up-or-down.

The double tubular X-member is held together at the center of the chassis via 111/44-inch-diameter cross support from rail-to-rail and the removable transmission mount. Any trans mount or engine mounts are available for this exhaust-friendly chassis.

The new splined rack-and-pinion steering linkage will require the stock column to be modified at the bottom. The column and shaft need to be trimmed off, and two flat sides need to be either milled or ground to fit the double-D U-joint at the bottom of the old column. A bushing, lock ring, and lower column-to-firewall mounting bracket all come in the Jim Meyer kit, or you can replace your old column with a new (non-tilt only) I-Did-It or Flaming River unit. The chassis is available with right- or left-hand drive for English and Australian customers.

Since a manual transmission was being used in this customer's car, Jim installed a new standard clutch linkage ball-support on the side of the framerail. Stock body mounts, along with any engine-and-trans mounts, are available.

The split level mandrel-bent 111/44-inch-diameter tubular X-members really make this chassis stout and allows for up to a 3-inch-diameter exhaust system. Notice the inboard and outboard body mounts in their stock location. Jim will also plumb the chassis for you with all stainless lines, braided stainless hoses, and proportioning valves.

For superior stopping, handling, and braking, the identical IFS that comes with the chassis package is also sold separately. This same Jim Meyer bolt-in IFS will make your '53-'62 Corvette drive like a totally different car. It bolts to the same original factory holes as the '49 Chevy IFS. No cutting or grinding is necessary. An optional steering-linkage kit and dual-chamber master-cylinder kit complete the installation.

For additional strength, Jim installs a thru-frame crossmember just above the third member that is welded on the inside-and-outside of the rails. The hollow tube actually houses the urethane-bushed anti-sway bar with adjustable splined-ends.

The rear of the X-member attaches to the rails just on the other side of the four-link bracket on the outside of the rails for more beef. The outer four-link bars are also urethane-bushed on both ends.

In this view, you can see that the anti-sway bar goes through the frame and is mounted in urethane bushings. Ford Explorer rear disc brakes with solid rotors (missing) incorporate a parking brake (shoes showing) inside the rotor. The inside of the rotor acts as the drum for the (now) exposed shoes.

The jig-built, 9-inch housing is available any width with new flanges and 31-spline Dutchman Motorsports alloy axles. Posi-traction third members are optionally available with any ratio.

The same adjustability is incorporated at the rear of the QA1 coilover shocks. Like the front, the rear also has about 3 inches of stance adjustment. You should be able to get the stance you like best: rod or resto. All brackets are welded to the 9-inch housing before it is straightened in the alignment jig. Optional Air Ride Technologies sleeve-over-cone rear air bags are a direct replacement with the QA1 coilover shocks if you like your ride on the ground when you park it.

QA1 Coilover shocks.

Pro street chassis with narrowed rear frame rails.
Side view.

Pro street chassis with narrowed rear frame rails.
Front view.

Jim Meyer Pro street chassis features.

We recommend a new ididit column designed specifically for the 1953-62 Corvettes.

To accommodate the front bumper brackets on the 58-62 chassis, the front of the frame rails are 1-inch thinner for the first 10-inches to accept the brackets (3-holes shown). Notice the core support is welded to the very front/bottom of the rails. The optional 1-inch diameter antisway bar that fits between the core support and the rack-and-pinion steering unit and connects to the lower control arm tab. Optional bumperette and license plate mounts avaliable.

The thru-frame crossmember, that houses the rear urethane-bushed 3/4-inch diameter antisway bar, is welded on both sides for maximum strength.