I installed my new 1-1/8 front sway bar today. I fairly quickly noticed an interferance issue with the bar itself and a tab of cast iron hanging down from the power steering gearbox. I installed an AGR gearbox but it makes use of an original Saginaw case so I would think the same issue would arrise with a stock power steering gear box and the same size sway bar. I checked my old stock gearbox and it has the same tab of iron in the same place. I had to grind off about a 1/4 inch of iron to gain needed clearance between the box and the bar.

This was all done on a '65 frame. Has anyone else encountered such a clearance problem? This is the first I've heard or seen of it but given the immoveable location of the bar and the box I can't see how this wouldn't be a common problem.

On the coupe with the same size bar but a manual steering gearbox I have no clearance issues.

I haven't run into this problem ... the 1992 Caprice 9C1 (12.7:1) box that I have on my '72 doesn't have this issue ... could just be a problem with 1965 linkage and the box that AGR uses ... I wouldn't worry much if you were able to grind it off.

What makes me think though is what the stock 1965 Chevelle/El Camino box looked like in this area? Did it have this extra bit of cast iron?

Yes, as I said the original gearbox has this same tab of cast iron so if I had not replaced the gearbox I would have still had this clearance issue.

I ran into a similar issue with the idler arm and 1-1/8 bar on my '69. I am thinking production tolerances may come into play with the mounting holes on some of these. My bar fits, but has a "0" clearance. Almost went with a 1.25" bar, good thing I didn't. it would not have fit.

It's possibel but not easy to install the sway bar up side down. Then you will hit those tabs. I will e mail a couple pictures of my 64. Should be the same set up I have a 1 1/8 sway bar.

I see you have special handling on your e mail so I can't attach any pictures, sorry.

The sway bar curves down below the tab then goes through the mounting braket, under and around the frame then curves down then curves up to the drag links.

"A picture is worth a 1000 words"

I would like to post them here but It's not easy because I think I have to post in the Gallery first and there is a space limitation.

The sway bar really only fits well one way and it is installed the same way as the bar on my '65 coupe. In all other respects it fits perfectly.

http://heartland.chevelles.net/RCstorage/frontsuspension.jpg

Hey Rich,

What/whose upper ball joint is that?

/herb

What you see (the goldish parts) are spindle extenders. They are another way of getting the benefits of a tall spindle swap while maintaining the original spindles.

See more about them here. (http://www.pro-motorsports.com)

Your project looks great. Pictures are clear

I do not see why you would have a clearance problem. The bar bends down at the tab location. It is possible you have frame sag.

When I had my 64 aligned there were some problems meeting the alignment specs. One of the recommendations was to take the sag out of the front cross member. It was minor so I left it alone.

If this is the problem, it will definitely show up when it is time to align the front end.

Okay I'm gong to ask a dumb question. What would be the advantage of this extender? What does it do? If someone could explain it to me in simple plain english i'd appreciate it. Would it be something to consider for a 70 that has had the front end completely rebuilt with poly? Thanks Pete

The spindle extenders (or a tall spindle swap) improve the front suspension geometry and make for a better handling car. When using the extenders, tall ball joints or tall spindles (all accomplish the same thing) when the car enters a corner hard and leans to the outside, the improved geometry of the suspension keeps the front wheels/tire more close to perpendicular to the pavement. With short spindles in the same situation, the front wheels/tires can lean away from perpendicular thus lessening the contact patch of tire on the pavement thus less cornering grip when you need it the most.