Besides being perennially popular custom bait, 1949-51 Fords hold places of significance for introducing a number of firsts from the Blue Oval brand. They were Ford's first all-new designs after World War II, and the first with slab-sided rear quarter-panels instead of removable fenders. These new "shoebox" bodies were also the first Fords to employ independent front suspensions.
The IFS system employed by Ford from '49-53 is similar to those of many other American carmakers of the era, in that it uses unequal-length A-arms, coil springs, uprights connecting the upper and lower arms, and kingpins on which the spindles pivot. It's a sturdy setup, but it has its drawbacks, particularly when you consider the advances made in suspension and brake design over the past five decades. Obviously, the drum brakes are marginal at best, and the kingpin-mounted spindles are holdovers from the beam-axle era. There's plenty of room for improvement here.
Jim Genty of Jamco Suspension had the same thought more than 20 years ago, and sought an easier alternative to installing a subframe. The solution he eventually developed was to modify the stock control arms to accept ball joints and use later-model Ford spindles with disc brakes. Additionally, a bracket was designed to mount the upper A-arm cross shafts on the vertical plane, rather than horizontally, allowing for camber adjustments using shims instead of eccentric bushings. A welcome byproduct from this combination of parts (beyond better brakes and improved handling) was about a 2.5-inch lower ride height.Dubbed the Ultra Cruise, Jamco offers its ball-joint conversion system for '49-53 Fords and Mercurys (which use different A-arms). The kit comes in several forms, ranging from an entry level package where customers furnish their own spindles (from a Granada or similar Ford product) and send in their A-arms to be modified; to the Deluxe system where Jamco supplies new arms (on an exchange basis for your originals) and includes spindles, rotors, calipers, brake lines, coil springs, and shocks. Jamco's custom coil springs can be made to lower cars an additional 1, 2, or 3 inches; the company can also set up the Ultra Cruise system to work with air springs.
Former Custom Rodder (and current Classic Trucks) art director Eric Smith pilots a '50 Ford sedan daily to work. It was in desperate need of some suspension attention, so we decided to install one of Jamco's Ultra Cruise Deluxe packages, complete with 3-inch lowering springs to get the nose down as much as possible. We also ordered a beefy new front sway bar, as well as a dual-chamber master cylinder, power booster, and pedal assembly to convert the car to power brakes. Jamco offers a firewall-mount master cylinder with a swing pedal, as well as under-floor units that mount near the stock master cylinder location. We chose the firewall setup for ease of maintenance and to avoid any potential clearance problems under the car.
We placed Eric's car in the care of KA Customs, in Huntington Beach, California, where Kevin Francis and Steve Rose handled the installation in stride. Disassembly and installation of the suspension parts took the better part of a work day with both men working quickly and the assistance of air tools. Installing the pedal assembly and routing new brake lines took Kevin most of another day, largely because a maze of messy wiring and an extremely bulky steering column mount (both installed by previous owners) created some major clearance hurdles under the dash.
Based on what we saw, we'd say enthusiasts with moderate skills and the right tools could install the Jamco suspension parts at home, but it would be more than a one-day job. Installing this particular pedal assembly--a universal, adapt-to-fit part--will almost certainly require a bit of hot rodding ingenuity (cutting, welding, etc.). That's just our analysis, though--watch Kevin and Steve and see what you think. And stay tuned for a future story where this Ford gets more suspension help in the rear.
|
 Updated suspension technology,...  Updated suspension technology, disc brakes, and good stance: Jamco's Ultra Cruise front suspension can offer many benefits for '49-53 Fords and Mercurys. |
 We won't bore you with disassembly...  We won't bore you with disassembly photos; we're pretty sure you can figure that out on your own. Just remember to be safe, especially when relieving tension on the coil springs. It can be deadly--at the very least painful--to be smacked by one of those. |
 Jamco A-arms are actually...  Jamco A-arms are actually rebuilt Ford pieces modified to accept ball joints. The lower arms are also stepped to help lower the car. We shipped our old arms back to Jamco after the new ones were installed. |
 The lower arms bolted up just...  The lower arms bolted up just like original parts. Kevin got 'em tight with an impact wrench. |
 Jamco supplies brackets to...  Jamco supplies brackets to mount the upper A-arms in a new manner, allowing the use of alignment shims for camber adjustments... |
 ...The supplied spacer collars...  ...The supplied spacer collars may or may not be needed for proper alignment, depending on the frame's condition. |
 Kevin and Steve wisely chose...  Kevin and Steve wisely chose to assemble the spindles and control arms without springs first to check for interference problems. The passenger-side inner fender needed only minor trimming; the driver-side panel (shown here) required considerably more cutting to allow for maximum suspension travel. |
 After the trial assembly,...  After the trial assembly, the new Jamco springs were installed and the spindles torqued to the ball joint studs. Again, you need to exercise critical care--and a coil spring compressor or sturdy jack under the lower arm--when installing new springs. |
 Assembling the calipers was...  Assembling the calipers was a relatively straightforward task--way easier than putting drum brakes back together. |
 The supplied brake hoses...  The supplied brake hoses were a snug fit. Jamco recommends compressing the suspension prior to installation, but Kevin felt more comfortable relocating the brake line tabs a couple inches further down on the framerail. |
 The new, larger sway bar was...  The new, larger sway bar was not part of the Ultra Cruise kit, but was a welcome addition to our suspension upgrades. Simple bracket assemblies connected the bar to the radiator saddle on the frame. |
 One hole needed to be drilled...  One hole needed to be drilled in each lower control arm to bolt on the sway bar end link brackets. Then it was just a matter of bolting together the end links and cinching everything down. |
 Here's a look at the assembled...  Here's a look at the assembled front suspension. We should note that stock '49-53 Ford wheels will not fit over disc brake hubs. Eric's car already had newer steel wheels, so we didn't have any problems. |
 Jamco supplied us with a new...  Jamco supplied us with a new power booster, dual-chamber master cylinder, and swing pedal assembly to help our new disc brakes work their best. The pedal and its mount were universal parts requiring a little customizing for optimum fit. |
 After mocking up the pedal...  After mocking up the pedal and booster bracket under the dash and determining the best position... |
 ...Kevin transferred its template...  ...Kevin transferred its template to the other side of the firewall and drilled the four mounting holes and one large center hole for the booster rod. |
 Here's a look at how the pedal...  Here's a look at how the pedal mount fit under the dash. New wiring is next on the agenda for this car. |
 Rather than use the single...  Rather than use the single supplied bracket to bolt the pedal mount to the dash, Kevin fabricated two brackets to create a more secure fit. He also trimmed the main mount to better clear the stock speedometer. |
 With the pedal mount in place...  With the pedal mount in place under the dash, Kevin bolted up the power booster and master cylinder. The firewall flange had to be trimmed slightly to allow the booster to sit flat against the firewall. Obviously, new brake lines also had to be plumbed to the new master cylinder. |
 Even with a stock steering...  Even with a stock steering column, the brake pedal arm will probably need to be heated and bent slightly for clearance. With this car's Frankenstein column, the pedal arm had to be significantly reshaped--not to mention extended about 3 inches--to place the pedal pad close to the original position. All things considered, Kevin made it look as good as possible. |