Airing It Out

The stock coil spring pads on the rear axle posed a problem that was easy to fix, though Air Ride states this modification is typically not necessary. The tops of the round-capped center nubs shown here must be removed for compatibility with the rear CoolRide airspring units.

After removing the tops of the nubs with a cutoff wheel, an exhaust-pipe swedging tool is used to gently expand the diameter for the airspring's base compatibility.

The kit includes flat mounting pad adapters that drop onto the axle mounts. The adapters give the air bladders a smooth contact surface to prevent cuts and abrasions at full deflation in curb scraping mode.

Here's the bottom of the passenger-side rear CoolRide unit where it meets the denubbed axle mount. The finger points to the locating boss diameter, which was responsible for the aforementioned mount-diameter expansion.

Taking over for the coil springs, the rear CoolRide units occupy the same space and are held in place by threaded studs on each end for simple installation.

The stock upper coil spring mounts are not designed to accept the CoolRide's upper mounting studs, but the well-engineered kit solves the problem.

Thick caps are supplied that center and locate in the circular frame contours for correct CoolRide positioning. Though welding is not mandated in the instruction sheet, nor is it recommended by Air Ride (or perhaps possible on an assembled vehicle), Vogt fixed the caps to the frame with his MIG welder for added security.

The mocked-up CoolRide rear suspension looks impressive despite preresto frame condition.

Though the standard Air Ride kit includes Monroe gas shocks for the rear suspension, Vogt went for the optional adjustable QA1 billet aluminum shocks. When these shocks are selected, a drill is used to enlarge the frame's upper shock bolt holes from 5/16 inch to 3/8 inch.

The really trick item here is the optional RidePROe system that consists of an electric air compressor, an air storage tank, four-corner pressure control solenoids, and a digital processor. The remote control unit in Vogt's hand uses radio waves and an antenna to allow static ride height adjustments from as far away as 50 feet. This control board will be mounted in the trunk of the cloned GTO.