With the Classic Plus gauge panel, the paddle switches control the airflow from the tank into the airbags through the switches and release air from the bags back through the exhaust port built into the switches. If you prefer not to reach over to a permanently mounted gauge panel or hear the hissing sound of air as it exhausts back through the paddle switches, our Elite kits will eliminate the airline plumbing from the bags into the cabin, as well as the need for numerous connections required behind the gauge panel, streamlining your setup for an even more efficient installation.

THE FOUR-CORNER ADVANTAGE: Solving the “Square Body Lean” Our gauge panel features a 4-corner control system, often referred to as FBSS (Front, Back, Side-to-Side). While many think 4-path control is just a flashy enhancement for side-to-side shows at the stoplight, it actually solves a critical engineering flaw in the 1973–1987 GM platform.

Many Square Body C10’s were manufactured without factory sway bars, as they were originally intended for utility and agricultural use where high-speed handling wasn’t a priority. This lack of stability, combined with the ‘Stacking Effect’—a concentrated accumulation of weight on the driver’s side from the frame-mounted fuel tank found on most work-trim packages, steering assembly, battery, and the driver—contributes to the notorious ‘Chevy Lean.’ 

A basic front/rear air system simply cannot fix this side-to-side imbalance. Our 4-corner system allows you to adjust the pressure at each individual wheel, effectively reducing body roll and leveling out the weight distribution. Whether you’re accelerating up a freeway on-ramp, hauling an uneven load, or laying it out at a show, the adjustability of our FBSS Gauge Panel ensures a perfectly level stance and a tailored ride that a standard 2-path system just can’t provide. 

WHATS INCLUDED:

EZ AIRRIDE AIRBAGS:  Specifically designed for all 1963–1987 Chevy C10’s and Suburban’s. Our 2600# series bags outperform the competition by offering significantly more stroke than the industry standard. With a collapsed height of just 2.8 inches and an extension of 12.5 inches, you get nearly 10 inches of usable stroke. This increased travel allows for lower operating pressures, resulting in a smoother, more dynamic ride quality without sacrificing lift. Whether you’re dropping in a heavy cast-iron 454 Big Block, tucking 20-inch rims, or hauling a Harley in the bed while towing a boat—our bags are built to handle it all. Each 2600# series airbag boasts a massive max load rating of 3,055 pounds at 100 PSI. These springs provide the strength needed to increase your load capacity, prevent your pipes from scraping the driveway, or simply let you lay it on the the lawn at the show. Experience the difference and enhance your C10’s ride quality by ditching those half-century-old factory coil springs.

FRONT AIRBAG BRACKETS: Get your socket set and drill ready—these are the most user-friendly brackets on the market. We’ve designed our 1963–1987 C10 front brackets for maximum durability, featuring a powder-coated finish for superior corrosion resistance. Because the C10 platform mounts the shocks outside of the coil springs, there is no need for shock relocation. You can keep your stock shocks exactly where they are. Our brackets are also fully compatible with most major brands of aftermarket tubular lower control arms. Installation is simple: drill four holes to fasten the upper plate to the crossmember, seat the lower bracket into the factory control arm pocket, and you’re done.

REAR BRACKETS: Low-Profile Axle Placement.
When you’re bagging a Square Body, ‘real estate’ is everything, and most builders want to get low without hacking up an iconic frame or a clean bed floor. Most kits on the market use a “saddle” bracket that sits on top of the axle. The issue with this is that once you stack the bracket and the airbag on top of each other, it doesn’t leave much room for the bag to lift—unless you cut a massive, intrusive C-notch into your frame just to have a place to weld the upper bag plate to.

Our unique 12-piece rear bracket set is different. By welding the lower brackets to the underside of the axle housing, it moves the airbag’s mounting point down much further and out of that tight gap above the axle. This low-profile design creates a large window for the bag to work, allowing you to weld the upper bag plate directly to the frame without compromising your chassis or ruining your bed floor. Since you are welding to the stock frame rail, it gives you the flexibility to place the upper bag mount higher or lower based on your specific wheel, tire, or “baby notch” configuration. It’s an ideal solution for achieving a custom stance while maintaining a clean professional look where your bed is not cut up.

LETS TALK SHOCKS: Why simplicity is better. Not including shocks in our C10 kits isn’t an oversight: it’s by design. Our air springs are engineered to work in harmony with standard factory gas shocks. While other companies push expensive, stiff “performance” shocks as essential, the reality is that the quality and long stroke of our airbags handle the vehicle’s weight. The shock has one job: to act as a dampener to smooth things out when you’re zipping over railroad tracks or hitting an unexpected pothole.

If a shock is too stiff or ‘heavy-duty,’ it actually interferes with the air spring’s ability to absorb impact, robbing you of that cloud-like ride quality and limiting your total lift. If your current shocks look like relics from Montgomery Ward, are leaking oil, or were installed back in high school auto shop (we’re looking at you, 70s-era Hijackers), it’s time for an upgrade. But don’t break the bank. Avoid high-dollar “performance” drop shocks—they are far too restrictive for a superior, long-stroke air spring like our EZ Air Ride bag. They act like a limit strap, fighting your airbags and stealing your lift. For the best ride quality and maximum height, a basic, affordable stock-style gas shock from your local auto parts store is actually the superior choice.

A Common Question Regarding Rear Shocks: Where to mount them after the rear is bagged: Ideally, the best performance comes from keeping the rear shocks as vertical as possible to maximize every inch of that 10” bag travel. However, we’ve heard back from dozens of successful DIY C10 customers who preferred to skip the extra fabrication of welding an upper custom shock crossmember and lower dogleg-style axle mounts. What we’ve discovered through the feedback of our DIY customer base is that utilizing the factory 1973–1987 shock locations is an effective solution for a street-driven cruiser. It provides a smooth, predictable ride with a standard gas shock, letting the 4-link handle the suspension geometry while the factory shock placement handles the dampening exactly like it was designed to do.

Pro Tip: Choosing the Right Shock for Your Build: Because every C10 build is unique—depending on your wheel size, tire height, and whether or not you’re running a C-notch—It is difficult to offer a “one-size-fits-all” recommended shock that works best for every setup. The best way to find the perfect gas shock for your truck is to use the Cycle Method:

1. Lay it out: Deflate the bags until the truck is at its lowest desired point. Measure the distance from the center of the upper frame stud to the center of the lower axle bolt.
2. Lift it up: Fully inflate the bags and take that same measurement again.
3. The Math: Take those two numbers to your local parts store or Online Shock Guide. Select a shock with a compressed length roughly 1 inch shorter than your “laid out” measurement. This ensures you can fully lay out on the frame without the shock body bottoming out first.  Following this method ensures you get the maximum ride quality and travel for your specific setup without the guesswork.

Final Clearance Check: Final fitment and shock selection rest with the installer. You must ensure your suspension hits its mechanical stops (the frame or bump stops) before the shock reaches its fully compressed state. Bottoming out a shock can cause immediate seal failure or damage to your mounting brackets. Always cycle the suspension through its full range of motion to ensure the shocks do not bind or contact the 4-link bars, fuel lines, or frame rails.

AIR TANK PLACEMENT: Tucked and Tidy. On a 1973–1987 Square Body, managing your ‘under-bed’ real estate while incorporating an air ride system—specifically a larger air tank—can be a major challenge. Whether you have the single fuel tank found on Work Truck trims or the dual-tank setup found on Deluxe packages, those factory ‘Side-Saddle’ tanks are mounted on the outside of the frame rails. This often throws a wrench in your possible build, such as your exhaust routing or, even more so, your air ride’s potential air tank locations.

Many builders choose to ditch the factory side-saddle tanks in favor of a rear-mounted fuel cell placed between the frame rails behind the axle. While this is a safer and cleaner setup, it often consumes the prime, and only remaining, pocket large enough for a traditional air tank. 

Our Standard EZ Air Tank is a powerhouse with a 6-gallon capacity, measuring approximately 35” in length. Because the outside width of a C10 frame is also approximately 35”, mounting this tank directly in front of the rear bumper—the preferred location for most C10 builders—requires a specific strategy. This usually involves spanning a metal bracket from frame rail to frame rail, requiring custom fabrication to essentially sandwich the air tank between your makeshift brackets and the underside of the bed floor to secure it. Additionally, if that’s where you choose to mount it, the underbelly of the tank will likely be visible below the rear bumper, potentially forcing you to trim the lower portion of the frame rails to raise the tank closer to the underside of the bed. If you’ve already filled the rear of the frame with a fuel cell, your mounting options become even more limited.

The Professional Solution: Our Mini-Split Tanks.
We don’t want you forced to mount your air system in the bed or behind the seat, so we offer the ideal Square Body solution: Dual 3-Gallon Mini-Split Tanks. These compact units are a builder’s ideal solution because they are only approximately 20” in length and 7.25” around—roughly the size of your forearm with your finger extended. They fit where the big tank won’t—inside the frame rails, high in the corners, or even in the ‘side-saddle’ area where the old tanks used to live. Mounting these is as straightforward as putting up a shelf in your garage. Think of your frame rail like a wall: you simply create two 90-degree brackets out of scrap metal, bolt them to your desired location on the frame, and rest the tank’s legs directly onto your makeshift “shelves.” This creates a low-profile, tucked-away mounting solution that keeps your air system protected and completely out of sight.

UPGRADE SPECIAL: Please call or email if you would like to upgrade your kit to the Mini-Split Tanks. The price for the upgrade is $169.95. This includes all necessary fittings to adapt the tanks to each other, as well as the extra drain fitting and additional air line required for the dual-tank configuration.

UNIVERSAL TRIANGULATED 4-LINK SYSTEM:  The Universal Triangulated 4-Link System features heavy-duty 1.5” OD (.120-wall) bars designed to eliminate the need for a Panhard bar in custom builds. This system provides superior lateral stability and axle control, making it the perfect foundation for a bagged Square Body. The kit is engineered for maximum flexibility: it includes pre-welded rod ends on one side and chromoly bungs for the other. This allows you to cut the bars to your exact required length before welding the bungs in place, giving you total control over your wheelbase and pinion angle adjustments. We’ve included all the necessary Grade 8 hardware, zerk fittings, and mounting tabs, making this universal 4-link virtually ready for any vehicle with a full perimeter frame and a factory leaf spring setup.

Air Compressor: Introducing Our premium  454ss compressor, Boasting a maximum working pressure of 200psi, and recognized for it’s efficiency in low amperage usage. Crafted for durability and exceptional airflow performance, this work horse is the ideal choice for any onboard air ride system. Every 454ss pump includes a special set of anti-vibration pads to reduce noise and vibrations, ensuring a SUPER SILENT operation every time. Each compressor is accompanied by a sleek anodized black stainless steel braided leader hose featuring a built-in check valve for effortless connection to the air tank.

Our 454ss Compressor is oil-less and equipped with a 12v permanent magnetic motor for efficient and reliable operation.  It has a Built-in thermal overload protector incorporated to safeguard the compressor from overheating even in the most challenging operating conditions. With it being oil-less you can mount it in any direction or position. The only position we do not recommend is an upside-down mount, since heat tends to travel upward, and does not dissipate well in the motor housing.

Included with all 454ss compressors: our EZ AIRRIDE comprehensive wire care package containing all necessary items for installation of your compressor keeping it happy for years to come. This includes a premium 8g wire roll to conveniently link the compressor in your trunk, or under the bed to the battery way up front, a 40 amp fuse with a protective fuse holder, a 30/40 amp relay with a color-coded plug-in relay harness for simple setup. With these components provided, you can trust your air ride system to perform reliably and efficiently.

• Key Features of the Compressor:
• Chrome body
•  12V permanent magnetic motor
•  Maximum pressure: 200 psi
•  CFM: 1.76
•  Maximum amp draw: 20
•  Duty cycle: 100% @ 100 psi, 50% @ 200 psi
• Fill rate (5 gallons): 0-200 psi = 5 minutes 30 seconds; 165-200 psi = 1 minute 35 seconds
•  Anti-vibration pads
•  1/4″ leader hose with built-in check valve
• Remote air filter

The Gauge Panel: Our Classic Plus gauge panel serves as the primary control center for your air ride system.  This is where you’ll adjust each bag, equipped with four paddle valve switches and two glass gauges containing dual needles to cover both front & rear air bags. The panel is designed for smooth and simple control – there’s no need for fancy finger maneuvers to control the paddle valves, so you don’t need to be a finger acrobat. Each paddle valve is strategically positioned at both ends of the sleek gauge panel for ease of adjustment. You can effortlessly use your finger or thumb to raise the front or back of the vehicle uniformly. The panel’s four-corner control allows for fine-tuning each corner, or just the front, back, or side to side. This comprehensive control over your suspension lets you modify it to your exact liking with a mere touch of a finger.

• Gauge Panel Features:
• Aluminum Panel with 4 paddle valves
• Dual needle glass air pressure gauge: 0-200 psi
• Brushed aluminum dial with bright white L.E.D. bulbs & power harness
• All metal casing with black & orange needles

The Air Fittings: Our genuine and easy-to-use air ride brass fittings are certified by the Department of Transportation, ensuring their durability and strength. Compared to plastic and metal fittings, our brass DOT fittings are more durable and stronger, capable of withstanding higher pressure levels without cracking or stressing. Their high resistance to corrosion makes them perfect for long-term use in air ride suspension systems exposed to moisture and other elements. These certified brass fittings are designed and tested to meet specific performance standards, guaranteeing reliability and consistency in their operation. With a reduced likelihood of failure or leaks, they provide a secure connection for your air ride suspension system.

Brass Fittings Included with the Classic Plus Kit:

• (4) 1/4″ x 3/8″ NPT Air bag fittings: (2) straights for the front (2) 90’s for the rear
• (2) 1/4″ x 3/8″ NPT Gauge fittings: Mounts to air tank for air supply to gauge
• (1) 1/4″ Spare Air Quick Connect w/adapter: Mounts to air tank
• (1) 1/4″ female Air Coupler w/ Tire Schrader Valve: For Roadside Air
• (1) 165 on / 200 off  1/4″ Sealed Pressure Switch w/lead wires: Mounts to tank
• (1) 1/4″ Butterfly Petcock: Mounts to underside of air tank
• All Brass 1/4″ PTC Classic Plus Gauge Panel Fittings: Connects air hoses to gauge 

Please see thumbnails for all the extras included in this kit…

“Here’s a comprehensive list of every component included with the Elite Kit to ensure you have everything you need for EZ installation and optimal performance:”

•  EZ AIRRIDE 2500# Air Springs: 8” usable stroke with a 600 psi burst rating. Features steel braided waistbands.
• Bolt-on powder-coated air spring brackets with all necessary hardware.
• 496ss Compressor: 200 psi / 100% duty cycle 2.19 CFM with a sound-stabilizer spring kit.
• Large Capacity 6.0 Gal Air Tank: Equipped with all necessary fittings.
• Electric Tank Drain Valve: Comes with lead/power wires and necessary fittings.
• 3/8” Aluminum Manifolds: Comes with all necessary brass DOT fittings, slow-flow mufflers for controlled drop speed, and plug-in wire harnesses to connect to controller device.
• Gauge Panel: Includes two dual-needle glass gauges with LED bulbs & power wires and DOT brass fittings – the panels come in a black coated finish, and include a built-in tank drain button with power leads.
• Front Shock Relocation Package: Shocks, upper frame towers and lower stainless steel studs.
• 7-Button Switch Box: Comes with a 16-foot extension and lock-out feature.
• 3/8” DOT Black Nylon Air Hose: 60 feet in length.
•  1/4” DOT Black Nylon Air Hose: 60 feet in length.
• DOT Brass Fittings: Includes PTC swivel bag fittings, all brass DOT tank fittings, and a 165 on / 200 off psi switch with power leads.
• EZ AIR Essentials:  20’ 8 gauge UL Certified OFC tinned copper power wire, 30/40 amp transparent relay with LED light indicator, Plug-in relay wire harness featuring 12” heavy-duty OFC tinned copper wire leads,  EZ Airtite 360 Sealant and 8 gauge 3/8″ ID copper lugs with a complimentary “Hammer Down Crimper Tool” and a Tube Cutter.
•  Spare Air Kit/Roadside Relief Kit:  Featuring our exclusive 20′ air coil hose which includes a 6” dual-head tire inflator, quick connect coupler, tank fitting and a tire Schrader.
• “The most comprehensive kits on the market!”

“Here’s an introduction to the Elite kit! Discover more below about the additional features and installation information that make it the perfect choice for your Biscayne. The Elite Kit distinguishes itself with many key features that set it apart as the superior choice for enhancing your suspension with an AIRRIDE system.  

The Elite Kit is a four-corner control system, often referred to as FBSS (front, back, side, side). While it may seem like a flashy addition intended for show, it’s essential to understand that this system goes beyond merely impressing onlookers at stoplights by bouncing side to side (stoplight shenanigans).  It serves a more practical purpose: Precise four-corner control is vital for enhancing stability at each corner of your classic vehicle while minimizing body roll. Whether you’re accelerating up a freeway on-ramp at 60 mph, navigating painful potholes on a backcountry road, or accommodating extra passenger weight, having refined corner control is crucial for achieving optimal performance and combating the dreaded “Chevy Leans.”

The Elite Kit includes a sleek handheld switch box: For effortless manual suspension adjustments, complimented by our exclusive dual-needle air gauge panel for precise air pressure monitoring in the bags. Tailored for DIY enthusiasts, this kit eliminates the need for complicated components like self-leveling levelers, sensors, computers, complex wiring and calibration. We refer to this straightforward control feature as “Driver Seat Calibration,” which allows you to calibrate and adjust your AIRRIDE suspension based solely on your visual assessment with the touch of your thumb – much like monitoring your speed with a speedometer and controlling it with your gas pedal. The Elite gauge operates similarly: just press the rocker switch with your thumb to modify your vehicles height while observing the gauge needles to reach your desired pressure and ride height. Enjoy effortless adjustability with just the touch of a switch!

The Elite dual-gauge panel, paired with the sleek handheld switch box, provides complete control over your vehicle’s suspension. Whether you need instant adjustability to cautiously back out of your driveway without dragging your headers or to tackle those painful potholes on back roads, this system has you covered. Lay it low for the next car event or adjust it to your desired pressure for a more dynamic ride quality. You’ll feel like you’re driving a brand-new car!

AND IF YOU’RE CURIOUS ABOUT THE LIFT SPEED: You can count on our Elite kits to respond smoothly, getting you up in less time than it takes to say “one thousand one!” The lift speed is so buttery smooth that it won’t jolt you out of your seat, or rattle your fillings; in fact, if you had a cup of coffee in your lap with no lid, it wouldn’t stir a ripple.

WHILE MANY OF US CRUISE OUR CLASSICS WITH YOUR FAVORITE CO-PILOT OR THE LITTLE ONES: Who will undoubtedly want to take charge of the switch box because it’s just fun!—the enjoyment can fade quickly if they hold down the drop button for too long. This can cause the front end to drop abruptly, resulting in the chassis thudding against the pavement. But there’s no need to worry—your pipes and oil pan are well protected! Our Elite manifolds feature EZ-flow brass slow-down exhaust mufflers, allowing you to effortlessly adjust the drop speed with a simple twist, just like turning down the volume on your stereo. Dial in your drop speed with ease, and enjoy smooth, controlled adjustments!

WHAT’S INCLUDED: Introducing our exclusive EZ AIRRIDE  airbags & brackets, specially designed for all 1965-1970 Impala’s, Bel Airs, Biscayne’s, Caprice Classics and full size station wagons. Our 2500 series airbags offer more stroke than traditional 2500 series airbags, compressing down to 2.8 inches and extending to 10.5 inches, providing useable stroke of nearly 8 inches. This increased stroke results in lower pressure within the bags, ultimately delivering a more dynamic ride quality. Whether you’re planning an LS swap, have a 454 big block engine, or want to fit 20″ rims on your ride, our airbags can handle it all. Each 2500 series airbag has a max load rating of 2,096 lbs. @ 100 psi. Whether you’re laying it on the lawn at a car show, preventing your pipes or oil pan from scraping along the driveway, or scrubbing the tires on turns due to extra passenger weight, the Elite Kit ensures optimal clearance and performance. 

EASE OF INSTALLATION OF THE BAGS & BRACKETS:  Simplify your air ride installation with our exclusive bag brackets—the easiest setup you’ll find for airbag systems. Our brackets feature a durable powder-coated finish that enhances longevity by offering added protection.  All necessary airbag and bracket hardware is included, such as nuts, bolts, washers, and the required 7/16-inch all-thread. There’s no need to break out heavy-duty tools or welding equipment; just grab your socket set, drill, and a small angle grinder, and you’ll be good to go!

STARTING WITH THE REAR:  Begin the rear installation by positioning the lower bag plate onto the trailing arm along with the air spring. Secure both components in place by threading the supplied 1-inch bolt from the underside of the trailing arm, capturing the lower plate and fastening it to the air spring.

Installing the upper bracket is equally straightforward. Begin by attaching it to the underside of the frame. Insert the supplied 7/16-inch all-thread from the inside of the bracket up through the factory hole on top of the frame, which is approximately the size of a silver dollar. To secure the bracket, place the supplied washer over the silver dollar-sized hole on the frame to capture the all-thread. No drilling is necessary. The airline will then run through that same washer.

FRONT BRACKETS:  The front lower bag bracket stem effortlessly drops into the shock hole, allowing the bag bracket to rest on the factory lower control arm. Bolt the bottom of the airbag through the same stem hole, ensuring it is securely fastened. Then, proceed to mount the upper bag bracket  into the upper frame pocket and bolt it to the existing shock mount hole. You will need to trim out the upper outer frame pocket for optimal bag clearance on this particular model.

We offer our exclusive Triple Bellow air springs, which have a diameter of only 5 inches and expand to 5.51 inches. While you will lose approximately 2 inches of stroke compared to our traditional stock 2500 series air springs, trimming the frame should not be necessary. If you’d like to upgrade to the front air springs, please contact us. If you’re already running with aftermarket tubular control arms, just give us a heads up, and we will provide custom drop-in style brackets to fit seamlessly at no extra charge.

AFTERMARKET TUBULAR CONTROL ARMS: If your vehicle has aftermarket lower arms, or you’re planning to use aftermarket tubular lower arms, some light fabrication will be necessary to secure the lower shock stud to the arm. This process would involve drilling a hole through the aftermarket tubular arm and inserting a DOM tube of the correct size to support the lower stud, which will then need to be welded in place. Alternatively, you may explore fabricating tabs on the underside of the tubular arms to secure the stud. If you haven’t already purchased those fancy tubular arms, we recommend refurbishing your original arms by painting them and possibly equipping them with new ball joints. This approach simplifies the process of having to grind off the new powder coat and welding onto those new lower tubular arms, potentially saving you a few hundred dollars. However, if your primary goal is to showcase your vehicle’s new front lower tubular arms at a car show, they will certainly look impressive to the onlookers who admire them while lying underneath your vehicle.

FRONT SHOCK RELOCATION KIT:  The front shock relocation kit is designed to enhance your classic vehicle’s cruising performance. It includes both shock absorbers, dust covers, lower control arm stainless studs, and steel upper shock towers. This kit is compatible with most classic cars that use air springs in the front, primarily serving as a dampeners for the air springs.

The lower shock mounting studs will bolt to the lower control arm, securing the bottom of the shock. The upper shock towers will be welded to the frame, capturing the top threaded shaft of the shock absorber. Keep in mind that each classic vehicle may present unique challenges when relocating and positioning the upper shock towers and lower shock studs. Potential obstacles may include factory sway bars, aftermarket oversized sway bars, brake lines, larger aftermarket disc brakes, oversized wheels, wider offset wheels, etc. Therefore, if you’re a novice builder, consulting with a professional builder or a certified shop can provide valuable guidance and ensure a successful installation of your front shocks.

CLOSING REMARKS ON FRONT SHOCK INSTALLATION: The advice provided is relevant for the majority of our vintage vehicles during the process of relocating the front shock for air suspension installation. There may be some disparities among early classic vehicles, particularly between rear-steer and front-steer models during shock installation. Most well-known models, such as early X-frame Impala’s, Chevelle’s, Monte Carlos, Caprice Classics, and similar vehicles, are typically categorized as front-steer models. This means that the steering components are usually positioned in front of the wheels, near the core support, leaving more clearance for a shock to be mounted outside of the airbag onto the backside of the control arm facing the firewall. On the other hand, other early classics, such as 1958-1970 Cadillacs and similar models, are considered rear-steer vehicles, meaning that most of the steering components are located behind the wheels. This arrangement leaves little room for mounting a shock. As a result, many professional builders opt to mount the shock up front, facing the bumper—similar to the approach taken by Cadillac engineers when they introduced factory air suspension on several early models between late 1957 and 1960. Given the diverse designs of vehicles made over half a century ago and different manufacturing practices across the country, potential obstacles—such as brake lines, sway bars, or oversized wheels—may arise. Therefore, we want to reiterate that consulting with a professional builder or a certified shop is advisable when planning to relocate your front shocks.

REAR SHOCKS: Let’s talk about rear shocks—done! We don’t include them for this reason: our rear bags and brackets are designed to work with your original factory gas shocks. Many companies will try to sell you high-end name-brand shocks, claiming they are essential for air ride systems. In reality, the airbag’s quality and longer stroke support the vehicle’s weight. The purpose of the shock is to act as a dampener for the airbag, helping to smooth out the ride during sudden encounters with large potholes or unexpected railroad tracks at 45 MPH. That’s why a basic stock shock will work just fine—if it’s too stiff or heavy-duty, it will interfere with the air spring’s ability to absorb impacts effectively. This means the airbag won’t perform at its best in cushioning the ride. If your rear shocks resemble relics from Montgomery Ward or were added during high school auto shop class, like those hijacker air shocks from the ’70s, it might be time for an upgrade. Visit your favorite auto parts store for an inexpensive stock gas shock that fits your vehicle. Remember, investing in higher-end heavy-duty shocks may lessen the dynamic lift and ride quality of your air ride system. The more robust the shock, the more it can take away from the ideal ride quality. So take the $200-$300 we saved you and put it back into your pocket!

THE AIR TANK : Our exclusive tanks have a capacity of just over 6 gallons. They measure approximately 35″– in length, 7.25″- in diameter, and stand about 8.50″- tall. The front features two 1/2″ bungs for connecting to the manifolds, while each end of the tank has 3/8″ bungs for adapting to one or more compressors. Additionally, there are two 1/4″ bungs on the rear of the tank for the PSI switch and a quick connect for roadside air/train horn. Lastly, a 1/4″ bung on the bottom of the tank for easy drainage.

THE AIR COMPRESSOR: Introducing our premium 496 SS compressor, featuring a maximum working pressure of 200 psi. This compressor is a 100% duty cycle pump, delivering 2.19 CFM.  This work horse is the ideal choice for any onboard air ride system. Each 496 SS pump includes a special set of “Sound Stabilizer” springs to reduce noise and vibrations, ensuring a much more quiet operation. Each compressor is accompanied by a sleek 3/8″ NPT stainless steel braided leader hose featuring a built-in check valve for effortless connection to the air tank.

OUR 496 SS COMPRESSOR IS OIL-LESS: And features a built-in thermal overload protector incorporated to safeguard the compressor from overheating even in the most challenging operating conditions. With it being oil-less you can mount it in any direction or position. The only position we do not recommend is an upside-down mount, since heat tends to travel upward, and does not dissipate well in the motor housing.

INCLUDED WITH THE COMPRESSOR: An EZ AIRRIDE comprehensive wire care package, designed to provide everything you need for a successful installation and to ensure your compressor operates smoothly for years to come. This package includes a premium 20′ roll of our exclusive EZ AIRRIDE UL Certified 8-gauge OFC Tinned Copper wire, allowing you to connect the compressor in your trunk to the battery located up front.  Also included is an integrated 40-amp inline Maxi-Fuse with a protective fuse holder, a 30/40-amp transparent relay w/LED accompanied by a color-coded plug-in relay harness for easy setup, and 8 gauge copper lugs. With these high-quality components, you can trust that your air ride compressor will deliver reliable and efficient performance for years ahead.

KEY FEATURES OF THE COMPRESSOR:

• Chrome body
• Built-in thermal overload protector
•  Maximum pressure: 200 psi
•  Duty cycle: 100% @ 100 psi, 2.19 CFM 
• CFM: 2.19
•  Maximum amp draw: 26 per compressor 
• Fill rate (5 gallons): 0-200 psi 9 min. 45 sec. (± 15 sec.) ; Refill time: 165-200 psi = 2 minute 15 seconds
•  Sound Stabilization built inside /Sound-Stabilizer  Spring kit on the outside 
•  3/8″ leader hose with built-in check valve
• 12v Magnetic Motor
• Metal Filter Housing

The Air Fittings: Our genuine and easy-to-use air ride brass fittings are certified by the Department of Transportation, ensuring their durability and strength. Compared to plastic and metal fittings, our brass DOT fittings are more durable and stronger, capable of withstanding higher pressure levels without cracking or stressing. Their high resistance to corrosion makes them perfect for long-term use in air ride suspension systems exposed to moisture and other elements. These certified brass fittings are designed and tested to meet specific performance standards, guaranteeing reliability and consistency in their operation. With a reduced likelihood of failure or leaks, they provide a secure connection for your air ride suspension system.

WHILE OUR STANDARD ELITE KIT DELIVERS EXCEPTIONAL FUNCTIONALITY WITH ONE PUMP AND ANOLOGUE GAUGES: The Elite Plus takes it a step further with several key enhancements that set it apart.

KEY UPGRADES:

1. DUAL PUMP SYSTEM: The Elite Plus features two of our 485c pumps, providing faster tank refilling lift times. While one pump is sufficient and does not affect the speed of the lift, drop, or ride quality, the inclusion of two pumps in this kit enhances overall efficiency and performance. This means replenishing air back into the tank quicker, allowing for more playtime with your setup. Plus, the dual pump configuration contributes to a symmetrical appearance of your air ride system in the trunk, making it perfect for those moments when you pop the deck lid at car shows.
2.  DIGITAL AIR GAUGE: Our LED illuminated digital air gauge combines functionality with a sleek design, featuring a vibrant multicolor readout that is perfect for limited space. This advanced gauge provides four corner readouts for each airbag, as well as tank pressure readings. It streamlines the installation process by eliminating the need for running air hoses and additional fittings through your vehicle’s cabin, simplifying the setup while enhancing the visual aesthetics. The gauge is securely housed in an aluminum bezel for added durability. However, if you prefer a standalone installation, you can easily remove it from the bezel and mount it directly into your dash or custom center console, offering versatility to fit your specific needs.
3.  12″ STAINLESS STEEL BRAIDED MANIFOLD LINES: These 12-inch stainless steel braided lines connect directly to the manifolds and run seamlessly to, or through the trunk floor. They complement the stainless steel braided lines connecting the compressors to the tank, creating a cohesive look that enhances the visual appeal of your setup by highlighting the braided transition from the pumps to the tank and then from the manifolds down through the trunk floor.
4. STAND-ALONE ELECTRIC TANK DRAIN SWITCH FOR EZ TANK DRAIN COMMAND: This convenient feature includes a red power wire that connects to the fuse panel for power and a black wire that activates the tank valve. Both wires are long enough to position the switch in convenient locations near the dashboard, such as the glove box, under the dash, or in the ashtray. With this setup, you can easily purge your air tank of any condensation buildup, ensuring optimal performance and longevity.

“HERE’S A COMPREHENSIVE LIST OF EVERY COMPONENT INCLUDED WITH THE ELITE PLUS KIT: To ensure you have everything you need for EZ installation and optimal performance:”

• EZ AIRRIDE 2500# AIR SPRINGS: 8” usable stroke with a 600 psi burst rating. Featuring steel braided waistbands.
• BOLT-ON POWDER-COATED AIR SPRING BRACKETS: with all necessary hardware.
• (2) 485c COMPRESSORS: Boasting 100% duty cycle @ 200 psi, 2.24 CFM and a  3/8″ NPT Stainless Steel Leader Hose these work horses come equipped with sound-limiting spring kits.
• LARGE CAPACITY 6.0 GAL AIR TANK: Equipped with all necessary fittings.
• ELECTRIC TANK DRAIN VALVE & SWITCH PANEL : Comes with lead/power wires and necessary fittings.
• (2) 3/8” Aluminum Manifolds: Comes with all necessary brass DOT fittings, slow-flow mufflers for controlled drop speed, and plug-in wire harnesses to connect to controller device.
• 7-BUTTON SWITCH BOX: Comes with a 16-foot extension and lock-out feature.
• DIGITAL GAUGE : The digital gauge is housed in an aluminum bezel and features a multicolor readout that displays bag pressure in each corner, along with tank pressure. It comes with five 15-foot long wired sending units for easy connectivity to the manifolds, which are mounted further back at the tank.
• FRONT SHOCK RELOCATION PACKAGE: Shocks, upper frame towers and lower stainless steel studs.
• 3/8″ STAINLESS STEEL BRAIDED MANIFOLD LEADER HOSE:  (4) hoses 12″ in length with DOT Fittings to connect to black nylon hoses.
• 3/8” DOT BLACK NYLON AIR HOSE: 60 feet in length.
•  1/4” DOT BLACK NYLON AIR HOSE: “Used to route moisture from the tank valve to outside of trunk.”
• DOT BRASS FITTINGS: Includes PTC swivel bag fittings, all brass DOT tank fittings, and a 165 on / 200 off PSI Switch with power leads.
• EZ AIR ESSENTIALS:  20’ 8 gauge UL Certified OFC tinned copper power wire, 30/40 amp transparent relay with LED light indicator, Plug-in relay wire harness featuring 12” heavy-duty OFC tinned copper wire leads,  EZ Airtite 360 Sealant and 8 gauge 3/8″ ID copper lugs with a complimentary “Hammer Down Crimper Tool” and a Tube Cutter.
•  SPARE AIR/ROADSIDE RELIEF KIT:  Featuring our exclusive 20′ air coil hose which includes a 6” dual-head tire inflator, quick connect coupler, tank fitting and a tire Schrader.
• “THE MOST COMPREHENSIVE KITS ON THE MARKET!”

HERE’S A CLOSER LOOK AT THE  ELITE PLUS KIT:  Discover more below about the additional features and installation information that make it the perfect choice for your Caprice. The Elite Kit distinguishes itself with many key features that set it apart as the superior choice for enhancing your suspension with an AIRRIDE system.

THIS KIT INCLUDES OUR SLEEK HANDHELD SWITCH BOX WITH KEYED LOCKOUT:  For effortless suspension adjustments, complimented by our exclusive Elite Digital air gauge panel w/ LED readout on all 4 corners and tank pressure for precise air pressure monitoring in the bags. Tailored for DIY enthusiasts, this kit removes the necessity for complicated components like levelers, sensors, computers, complex wiring and calibration. We refer to this straightforward control feature as “Driver Seat Calibration,” which allows you to make adjustments based solely on your visual assessment – much like monitoring your speed with a speedometer and controlling it with your gas pedal. The Elite gauge operates similarly: just press the rocker switch with your thumb to modify your vehicles height while observing the digital psi readout to reach your desired pressure and ride height. Enjoy effortless adjustability with just the touch of a switch!

THE ELITE PLUS DIGITAL GAUGE PANEL: Paired with our switch box, provides complete control over your vehicle’s suspension. Whether you need instant adjustability to cautiously back out of your driveway without dragging your headers or to tackle painful potholes on back roads, this system has you covered. Lay it low for the next car event or adjust it to your desired pressure for a more dynamic ride quality. You’ll feel like your driving a brand new car.

THE ELITE PLUS KIT IS A FOUR-CORNER CONTROL SYSTEM: Often referred to as FBSS (front, back, side, side). While it may seem like a flashy addition intended for show, it’s essential to understand that this system goes beyond merely impressing onlookers at stoplights by bouncing side to side (stoplight shenanigans).  It serves a more practical purpose: Precise four-corner control is vital for enhancing stability at each corner of your classic vehicle while minimizing body roll. Whether you’re accelerating up a freeway on-ramp at 60 mph, navigating painful potholes on a backcountry road, or accommodating extra passenger weight, having refined corner control is crucial for achieving optimal performance and combating the dreaded “Chevy Leans.”

AND IF YOU’RE CURIOUS ABOUT THE LIFT SPEED: You can count on our Elite kits to respond smoothly, getting you up in less time than it takes to say “one thousand one!” The lift speed is so buttery smooth that it won’t jolt you out of your seat, or rattle your fillings; in fact, if you had a cup of coffee in your lap with no lid, it wouldn’t stir a ripple.

WHILE MANY OF US CRUISE OUR CLASSICS WITH YOUR FAVORITE CO-PILOT OR THE LITTLE ONES: Who will undoubtedly want to take charge of the switch box because it’s just fun!—the enjoyment can fade quickly if they hold down the drop button for too long. This can cause the front end to drop abruptly, resulting in the chassis thudding against the pavement. But there’s no need to worry—your pipes and oil pan are well protected! Our Elite manifolds feature EZ-flow brass slow-down exhaust mufflers, allowing you to effortlessly adjust the drop speed with a simple twist, just like turning down the volume on your stereo. Dial in your drop speed with ease, and enjoy smooth, controlled adjustments!

WHAT’S INCLUDED: Introducing our exclusive EZ AIRRIDE  airbags & brackets, specially designed for all 1958-1964 X Frame Cars, Wagons & El Caminos. Our 2500 series airbags offer more stroke than traditional 2500 series airbags, compressing down to 2.8 inches and extending to 10.5 inches, providing useable stroke of nearly 8 inches. This increased stroke results in lower pressure within the bags, ultimately delivering a more dynamic ride quality. Whether you’re planning an LS swap, have a 454 big block engine, or want to fit 20″ rims on your ride, our airbags can handle it all. Each 2500 series airbag has a max load rating of 2,096 lbs. @ 100 psi. Whether you’re laying it on the lawn at a car show, preventing your pipes or oil pan from scraping along the driveway, or scrubbing the tires on turns due to extra passenger weight, the Elite Plus Kit ensures optimal clearance and performance. 

EASE OF INSTALLATION OF THE BAGS & BRACKETS: Simplify your air ride installation with our 1958-1964 X Frame brackets – the easiest setup you’ll find. Our airbag brackets feature powder-coated finishes to enhance durability and provide added protection. All necessary airbag/bracket hardware, including nuts, bolts, washers and the required 7/16″ all-thread is included.  No need to break out the heavy-duty tools-just grab your socket set and drill and you’ll be good to go.

STARTING WITH THE REAR:  Simply attach the lower bag bracket to your trailing arm and secure it to the factory e-brake hole. The upper bag bracket is just as straightforward; just attach it to the frame and secure the outer stem of the bag bracket to the factory bump stop using the supplied bolts – no drilling necessary. We’ve also simplified the process of running the air line by incorporating precision-cut mouse holes into the upper bag brackets. This design enables you to easily route the air line through the bag bracket itself, eliminating the need to drill additional holes in the frame for air line passage.

FRONT BRACKETS: The front lower plate effortlessly bolts onto the factory lower control arm. By utilizing the two bump stop holes after removing the bump stop, you could complete the installation without any drilling. If you opt to bolt the outer two holes on the plate to the lower arm, then drilling becomes necessary. The upper bag bracket mounts into the upper frame pocket and bolts into the existing shock mount hole. So, in theory, if you had chrome-plated lower arms and preferred not to drill the outer plate holes at all, there would be no drilling needed, whatsoever, for the bags & brackets.  If you’re using front aftermarket tubular control arms, just give us a heads up and we’ll provide custom drop-in style brackets to fit seamlessly at no extra charge.

AFTERMARKET TUBULAR CONTROL ARMS: If your vehicle has aftermarket lower arms, or you’re planning to use aftermarket tubular lower arms, some light fabrication will be necessary to secure the lower shock stud to the arm. This process would involve drilling a hole through the aftermarket tubular arm and inserting a DOM tube of the correct size to support the lower stud, which will then need to be welded in place. Alternatively, you may explore fabricating tabs on the underside of the tubular arms to secure the stud. If you haven’t already purchased those fancy tubular arms, we recommend refurbishing your original arms by painting them and possibly equipping them with new ball joints. This approach simplifies the process of having to grind off the new powder coat and welding onto those new lower tubular arms, potentially saving you a few hundred dollars. However, if your primary goal is to showcase your vehicle’s new front lower tubular arms at a car show, they will certainly look impressive to the onlookers who admire them while lying underneath your vehicle.

FRONT SHOCK RELOCATION KIT:  The front shock relocation kit is designed to enhance your classic vehicle’s cruising performance. It includes both shock absorbers, dust covers, lower control arm stainless studs, and steel upper shock towers. This kit is compatible with most classic cars that use air springs in the front, primarily serving as a dampeners for the air springs.

The lower shock mounting studs will bolt to the lower control arm, securing the bottom of the shock. The upper shock towers will be welded to the frame, capturing the top threaded shaft of the shock absorber. Keep in mind that each classic vehicle may present unique challenges when relocating and positioning the upper shock towers and lower shock studs. Potential obstacles may include factory sway bars, aftermarket oversized sway bars, brake lines, larger aftermarket disc brakes, oversized wheels, wider offset wheels, etc. Therefore, if you’re a novice builder, consulting with a professional builder or a certified shop can provide valuable guidance and ensure a successful installation of your front shocks.

THE UPPER SHOCK TOWERS: These are designed to be affixed to the upper frame via welding. While our brackets come with placement holes that in theory, could be bolted, we advise filling these holes with welds for a much stronger bond and then smoothing them out for that professional finish. Suppose you do not have access to a welder. In this case, it is feasible to use the holes to bolt the bracket. However, if you choose this installation method, we recommend fully securing the shock towers with bolts running from the frontside to the backside of the frame. Just keep in mind that if you decide to bolt them on, there will be more holes in your iconic Impala’s frame than in a chunk of Swiss cheese.

CLOSING REMARKS ON FRONT SHOCK INSTALLATION: The advice provided is relevant for the majority of our vintage vehicles during the process of relocating the front shock for air suspension installation. There may be some disparities among early classic vehicles, particularly between rear-steer and front-steer models during shock installation. Most well-known models, such as early X-frame Impala’s, Chevelle’s, Monte Carlos, Caprice Classics, and similar vehicles, are typically categorized as front-steer models. This means that the steering components are usually positioned in front of the wheels, near the core support, leaving more clearance for a shock to be mounted outside of the airbag onto the backside of the control arm facing the firewall. On the other hand, other early classics, such as 1958-1970 Cadillacs and similar models, are considered rear-steer vehicles, meaning that most of the steering components are located behind the wheels. This arrangement leaves little room for mounting a shock. As a result, many professional builders opt to mount the shock up front, facing the bumper—similar to the approach taken by Cadillac engineers when they introduced factory air suspension on several early models between late 1957 and 1960. Given the diverse designs of vehicles made over half a century ago and different manufacturing practices across the country, potential obstacles—such as brake lines, sway bars, or oversized wheels—may arise. Therefore, we want to reiterate that consulting with a professional builder or a certified shop is advisable when planning to relocate your front shocks.

REAR SHOCKS: Let’s talk about rear shocks—done! We don’t include them for this reason: our rear bags and brackets are designed to work with your original factory gas shocks. Many companies will try to sell you high-end name-brand shocks, claiming they are essential for air ride systems. In reality, the airbag’s quality and longer stroke support the vehicle’s weight. The purpose of the shock is to act as a dampener for the airbag, helping to smooth out the ride during sudden encounters with large potholes or unexpected railroad tracks at 45 MPH. That’s why a basic stock shock will work just fine—if it’s too stiff or heavy-duty, it will interfere with the air spring’s ability to absorb impacts effectively. This means the airbag won’t perform at its best in cushioning the ride. If your rear shocks resemble relics from Montgomery Ward or were added during high school auto shop class, like those hijacker air shocks from the ’70s, it might be time for an upgrade. Visit your favorite auto parts store for an inexpensive stock gas shock that fits your vehicle. Remember, investing in higher-end heavy-duty shocks may lessen the dynamic lift and ride quality of your air ride system. The more robust the shock, the more it can take away from the ideal ride quality. So take the $200-$300 we saved you and put it back into your pocket!

THE AIR TANK : Our exclusive tanks have a capacity of approximately 6 gallons. They measure just over 35″– in length, 7.25″- in diameter, and stand about 8.50″- tall. The front features two 1/2″ bungs for connecting to the manifolds, while each end of the tank has 3/8″ bungs for adapting to one or more compressors. Additionally, there are two 1/4″ bungs on the rear of the tank for the PSI switch and a quick connect for roadside air/train horn. Lastly, a 1/4″ bung on the bottom of the tank for easy drainage.

THE AIR COMPRESSORS: Introducing our premium 485c style compressor, featuring a maximum working pressure of 200 psi. This compressor offers a true 100% duty cycle at 200 psi, delivering 2.24 CFM.  This work horse is the ideal choice for any onboard air ride system. Every 485c  pump includes a special set of “Sound Limiting Springs” to reduce noise and vibrations, ensuring a much more quiet operation. Each compressor is accompanied by a sleek 3/8″ NPT stainless steel braided leader hose featuring a built-in check valve for effortless connection to the air tank.

OUR 485c COMPRESSOR IS OIL-LESS: And features a built-in thermal overload protector incorporated to safeguard the compressor from overheating even in the most challenging operating conditions. With it being oil-less you can mount it in any direction or position. The only position we do not recommend is an upside-down mount, since heat tends to travel upward, and does not dissipate well in the motor housing.

INCLUDED WITH ARE COMPRESSORS: An EZ AIRRIDE comprehensive wire care package, designed to provide everything you need for a successful installation and to ensure your compressor operates smoothly for years to come. This package includes 2 premium 20′ rolls of our exclusive EZ AIRRIDE UL Certified 8-gauge OFC Tinned Copper wire, allowing you to connect the compressors in your trunk to the battery located up front.  Also included are (2) 40-amp inline fuses with a protective fuse holder, a 30/40-amp transparent relay w/LED accompanied by a color-coded plug-in relay harness for easy setup, and 8 gauge copper lugs. With these high-quality components, you can trust that your air ride compressor will deliver reliable and efficient performance for years ahead.

KEY FEATURES OF THE COMPRESSOR:

• Chrome body
•  12V permanent magnetic motor
•  Maximum pressure: 200 psi
•  Duty cycle: 100% @ 100 psi, 100% @ 200 psi
• CFM: 2.24
•  Maximum amp draw: 23 per compressor (46 max amp draw for two)
• Fill rate (5 gallons): 0-200 psi  with (2) pumps = 4  minutes 50 seconds; 165-200 psi = 1 minute 15 seconds
•  Sound Limiting Springs /Anti-vibration pads
•  3/8″ leader hose with built-in check valve
• Built-in thermal overload protector 

Our Platinum Kit:

The Platinum Kit: Is a front and rear system designed to allow both the front and rear of the vehicle to move up and down equally, without independent wheel or side articulation. While this may not be an issue for those simply looking to raise and lower the front and rear simultaneously, it’s important to note that the “Chevy lean” effect may be more noticeable—especially during hard turns, speeding up on freeway on-ramps, and similar situations—on a vehicle equipped with just this front-and-back system.

We understand if your intention is solely to hop it up front and back with the simplicity of a handheld control switch box while cruising the strip, then this kit will work well for you. However, if your needs extend beyond this, we recommend exploring our Elite Kits.

While it’s important to mention that the Platinum Kit is strictly a front and rear system only; it also provides a significantly quicker up-and-down air system compared to our Classic Plus Kit and Elite Kit, catering to those who desire “THE NEED 4 SPEED” in their air ride system. The kit includes four of our 280 psi-rated one-way valves that strategically pair up and mount to the air tank to fill and release air from the front and rear bags with great force. You can think of these valves as mini superchargers, similar to those used on engines to push additional air into the combustion chamber. This kit is tailored for individuals who wish to replicate the functions of hydraulics, such as quicker raising and lowering while managing it with a handheld switch box—all while preserving the original structure of their classic vehicle.

WHILE MANY OF US CRUISE OUR CLASSICS WITH YOUR FAVORITE CO-PILOT OR THE LITTLE ONES: Who will undoubtedly want to take charge of the switch box because it’s just fun!—the enjoyment can fade quickly if they hold down the drop button for too long. This can cause the front end to drop abruptly, resulting in the chassis thudding against the pavement. But there’s no need to worry—your pipes and oil pan are well protected! The exhaust ports on our valve body’s feature an EZ-flow brass slow-down exhaust muffler, allowing you to effortlessly adjust the drop speed with a simple twist, just like turning down the volume on your stereo. Dial in your drop speed with ease, and enjoy smooth, controlled adjustments!

WHATS INCLUDED: Introducing our exclusive EZ AIRRIDE  airbags & brackets, specially designed for all 1965-1970 Impala’s, Bel Airs, Biscayne’s, Caprice Classics and full size station wagons. Our 2500 series airbags offer more stroke than traditional 2500 series airbags, compressing down to 2.8 inches and extending to 10.5 inches, providing useable stroke of nearly 8 inches. This increased stroke results in lower pressure within the bags, ultimately delivering a more dynamic ride quality. Whether you’re planning an LS swap, have a 454 big block engine, or want to fit 20″ rims on your ride, our airbags can handle it all. Each 2500 series airbag has a max load rating of 2,096 lbs. @ 100 psi. Whether you’re laying it on the lawn at a car show, preventing your pipes or oil pan from scraping along the driveway, or scrubbing the tires on turns due to extra passenger weight, the Platinum Kit ensures optimal clearance and performance. 

EASE OF INSTALLATION OF THE BAGS & BRACKETS:  Simplify your air ride installation with our exclusive bag brackets—the easiest setup you’ll find for airbag systems. Our brackets feature a durable powder-coated finish that enhances longevity by offering added protection.  All necessary airbag and bracket hardware is included, such as nuts, bolts, washers, and the required 7/16-inch all-thread. There’s no need to break out heavy-duty tools or welding equipment; just grab your socket set, drill, and a small angle grinder, and you’ll be good to go!

STARTING WITH THE REAR:  Begin the rear installation by positioning the lower bag plate onto the trailing arm along with the air spring. Secure both components in place by threading the supplied 1-inch bolt from the underside of the trailing arm, capturing the lower plate and fastening it to the air spring.

Installing the upper bracket is equally straightforward. Begin by attaching it to the underside of the frame. Insert the supplied 7/16-inch all-thread from the inside of the bracket up through the factory hole on top of the frame, which is approximately the size of a silver dollar. To secure the bracket, place the supplied washer over the silver dollar-sized hole on the frame to capture the all-thread. No drilling is necessary. The airline will then run through that same washer.

FRONT BRACKETS:  The front lower bag bracket stem effortlessly drops into the shock hole, allowing the bag bracket to rest on the factory lower control arm. Bolt the bottom of the airbag through the same stem hole, ensuring it is securely fastened. Then, proceed to mount the upper bag bracket  into the upper frame pocket and bolt it to the existing shock mount hole. You will need to trim out the upper outer frame pocket for optimal bag clearance on this particular model.

We offer our exclusive Triple Bellow air springs, which have a diameter of only 5 inches and expand to 5.51 inches. While you will lose approximately 2 inches of stroke compared to our traditional stock 2500 series air springs, trimming the frame should not be necessary. If you’d like to upgrade to the front air springs, please contact us. If you’re already running with aftermarket tubular control arms, just give us a heads up, and we will provide custom drop-in style brackets to fit seamlessly at no extra charge.

AFTERMARKET TUBULAR CONTROL ARMS: If your vehicle has aftermarket lower arms, or you’re planning to use aftermarket tubular lower arms, some light fabrication will be necessary to secure the lower shock stud to the arm. This process would involve drilling a hole through the aftermarket tubular arm and inserting a DOM tube of the correct size to support the lower stud, which will then need to be welded in place. Alternatively, you may explore fabricating tabs on the underside of the tubular arms to secure the stud. If you haven’t already purchased those fancy tubular arms, we recommend refurbishing your original arms by painting them and possibly equipping them with new ball joints. This approach simplifies the process of having to grind off the new powder coat and welding onto those new lower tubular arms, potentially saving you a few hundred dollars. However, if your primary goal is to showcase your vehicle’s new front lower tubular arms at a car show, they will certainly look impressive to the onlookers who admire them while lying underneath your vehicle.

FRONT SHOCK RELOCATION KIT:  The front shock relocation kit is designed to enhance your classic vehicle’s cruising performance. It includes both shock absorbers, dust covers, lower control arm stainless studs, and steel upper shock towers. This kit is compatible with most classic cars that use air springs in the front, primarily serving as a dampeners for the air springs.

The lower shock mounting studs will bolt to the lower control arm, securing the bottom of the shock. The upper shock towers will be welded to the frame, capturing the top threaded shaft of the shock absorber. Keep in mind that each classic vehicle may present unique challenges when relocating and positioning the upper shock towers and lower shock studs. Potential obstacles may include factory sway bars, aftermarket oversized sway bars, brake lines, larger aftermarket disc brakes, oversized wheels, wider offset wheels, etc. Therefore, if you’re a novice builder, consulting with a professional builder or a certified shop can provide valuable guidance and ensure a successful installation of your front shocks.

CLOSING REMARKS ON FRONT SHOCK INSTALLATION: The advice provided is relevant for the majority of our vintage vehicles during the process of relocating the front shock for air suspension installation. There may be some disparities among early classic vehicles, particularly between rear-steer and front-steer models during shock installation. Most well-known models, such as early X-frame Impala’s, Chevelle’s, Monte Carlos, Caprice Classics, and similar vehicles, are typically categorized as front-steer models. This means that the steering components are usually positioned in front of the wheels, near the core support, leaving more clearance for a shock to be mounted outside of the airbag onto the backside of the control arm facing the firewall. On the other hand, other early classics, such as 1958-1970 Cadillacs and similar models, are considered rear-steer vehicles, meaning that most of the steering components are located behind the wheels. This arrangement leaves little room for mounting a shock. As a result, many professional builders opt to mount the shock up front, facing the bumper—similar to the approach taken by Cadillac engineers when they introduced factory air suspension on several early models between late 1957 and 1960. Given the diverse designs of vehicles made over half a century ago and different manufacturing practices across the country, potential obstacles—such as brake lines, sway bars, or oversized wheels—may arise. Therefore, we want to reiterate that consulting with a professional builder or a certified shop is advisable when planning to relocate your front shocks.

REAR SHOCKS: Let’s talk about rear shocks—done! We don’t include them for this reason: our rear bags and brackets are designed to work with your original factory gas shocks. Many companies will try to sell you high-end name-brand shocks, claiming they are essential for air ride systems. In reality, the airbag’s quality and longer stroke support the vehicle’s weight. The purpose of the shock is to act as a dampener for the airbag, helping to smooth out the ride during sudden encounters with large potholes or unexpected railroad tracks at 45 MPH. That’s why a basic stock shock will work just fine—if it’s too stiff or heavy-duty, it will interfere with the air spring’s ability to absorb impacts effectively. This means the airbag won’t perform at its best in cushioning the ride. If your rear shocks resemble relics from Montgomery Ward or were added during high school auto shop class, like those hijacker air shocks from the ’70s, it might be time for an upgrade. Visit your favorite auto parts store for an inexpensive stock gas shock that fits your vehicle. Remember, investing in higher-end heavy-duty shocks may lessen the dynamic lift and ride quality of your air ride system. The more robust the shock, the more it can take away from the ideal ride quality. So take the $200-$300 we saved you and put it back into your pocket!

THE AIR TANK : Our exclusive tanks have a capacity of just over 6 gallons. They measure approximately 35″– in length, 7.25″- in diameter, and stand about 8.50″- tall. The front features two 1/2″ bungs for connecting to the manifolds, while each end of the tank has 3/8″ bungs for adapting to one or more compressors. Additionally, there are two 1/4″ bungs on the rear of the tank for the PSI switch and a quick connect for roadside air/train horn. Lastly, a 1/4″ bung on the bottom of the tank for easy drainage.

THE AIR COMPRESSOR: Introducing our premium 496 SS compressor, featuring a maximum working pressure of 200 psi. This compressor is a 100% duty cycle pump, delivering 2.19 CFM.  This work horse is the ideal choice for any onboard air ride system. Each 496 SS pump includes a special set of “Sound Stabilizer” springs to reduce noise and vibrations, ensuring a much more quiet operation. Each compressor is accompanied by a sleek 3/8″ NPT stainless steel braided leader hose featuring a built-in check valve for effortless connection to the air tank.

OUR 496 SS COMPRESSOR IS OIL-LESS: And features a built-in thermal overload protector incorporated to safeguard the compressor from overheating even in the most challenging operating conditions. With it being oil-less you can mount it in any direction or position. The only position we do not recommend is an upside-down mount, since heat tends to travel upward, and does not dissipate well in the motor housing.

INCLUDED WITH THE COMPRESSOR: An EZ AIRRIDE comprehensive wire care package, designed to provide everything you need for a successful installation and to ensure your compressor operates smoothly for years to come. This package includes a premium 20′ roll of our exclusive EZ AIRRIDE UL Certified 8-gauge OFC Tinned Copper wire, allowing you to connect the compressor in your trunk to the battery located up front.  Also included is an integrated 40-amp inline Maxi-Fuse with a protective fuse holder, a 30/40-amp transparent relay w/LED accompanied by a color-coded plug-in relay harness for easy setup, and 8 gauge copper lugs. With these high-quality components, you can trust that your air ride compressor will deliver reliable and efficient performance for years ahead.

KEY FEATURES OF THE COMPRESSOR:

• Chrome body
• Built-in thermal overload protector
•  Maximum pressure: 200 psi
•  Duty cycle: 100% @ 100 psi, 2.19 CFM 
• CFM: 2.19
•  Maximum amp draw: 26 per compressor 
• Fill rate (5 gallons): 0-200 psi 9 min. 45 sec. (± 15 sec.) ; Refill time: 165-200 psi = 2 minute 15 seconds
•  Sound Stabilization built inside /Sound-Stabilizer  Spring kit on the outside 
•  3/8″ leader hose with built-in check valve
• 12v Magnetic Motor
• Metal Filter Housing

The Air Fittings: Our genuine and easy-to-use air ride brass fittings are certified by the Department of Transportation, ensuring their durability and strength. Compared to plastic and metal fittings, our brass DOT fittings are more durable and stronger, capable of withstanding higher pressure levels without cracking or stressing. Their high resistance to corrosion makes them perfect for long-term use in air ride suspension systems exposed to moisture and other elements. These certified brass fittings are designed and tested to meet specific performance standards, guaranteeing reliability and consistency in their operation. With a reduced likelihood of failure or leaks, they provide a secure connection for your air ride suspension system.

The Classic Plus Kit

With our four-corner control air ride gauge panel, you can easily customize the ride height of your vehicle at the front, rear, and both sides, allowing for adjustments to individual corners. Whether you want to lower your car to lay it on the lawn at the car show, accommodate added passenger weight, or raise it for a more dynamic cruising experience, this system offers exceptional flexibility. This high level of adjustability sets our air ride suspension apart, providing a ride tailored to your unique preferences and needs.

The Classic Plus Kit is a four-corner control system, often referred to as FBSS (front, back, side, side). While it may seem like a flashy addition meant for show, it’s important to understand that this system goes far beyond merely impressing onlookers with stoplight shenanigans, bouncing side to side.  It serves a more practical purpose: The precise four-corner control enhances stability at each corner of your classic vehicle while minimizing body roll. Whether you’re accelerating up a freeway on-ramp at 60 mph, navigating painful potholes on a country road, or accommodating extra passenger weight, refined corner control is crucial for achieving optimal performance and combating the dreaded “Chevy Leans,”

The Classic Plus Kit features user-friendly paddle switches that control airflow from the tank to the air bags and release air from the bags back through the exhaust port on the paddle switches, allowing for manual adjustments tailored to your specific cruising conditions. While there are numerous fittings to plumb behind the gauge for efficient connections, our Premium Elite Kits elevate convenience by bypassing all the plumbing and fittings at the gauge. With the Elite Kit, you avoid routing the airbag lines to the dash, eliminating the need for multiple connections behind the gauge.

WHATS INCLUDED: Introducing our exclusive EZ AIRRIDE  airbags & brackets, specially designed for all 1965-1970 Impala’s, Bel Airs, Biscayne’s, Caprice Classics and full size station wagons. Our 2500 series airbags offer more stroke than traditional 2500 series airbags, compressing down to 2.8 inches and extending to 10.5 inches, providing useable stroke of nearly 8 inches. This increased stroke results in lower pressure within the bags, ultimately delivering a more dynamic ride quality. Whether you’re planning an LS swap, have a 454 big block engine, or want to fit 20″ rims on your ride, our airbags can handle it all. Each 2500 series airbag has a max load rating of 2,096 lbs. @ 100 psi. Whether you’re laying it on the lawn at a car show, preventing your pipes or oil pan from scraping along the driveway, or scrubbing the tires on turns due to extra passenger weight, the Classic Plus Kit ensures optimal clearance and performance. 

EASE OF INSTALLATION OF THE BAGS & BRACKETS:  Simplify your air ride installation with our exclusive bag brackets—the easiest setup you’ll find for airbag systems. Our brackets feature a durable powder-coated finish that enhances longevity by offering added protection.  All necessary airbag and bracket hardware is included, such as nuts, bolts, washers, and the required 7/16-inch all-thread. There’s no need to break out heavy-duty tools or welding equipment; just grab your socket set, drill, and a small angle grinder, and you’ll be good to go!

STARTING WITH THE REAR:  Begin the rear installation by positioning the lower bag plate onto the trailing arm along with the air spring. Secure both components in place by threading the supplied 1-inch bolt from the underside of the trailing arm, capturing the lower plate and fastening it to the air spring.

Installing the upper bracket is equally straightforward. Begin by attaching it to the underside of the frame. Insert the supplied 7/16-inch all-thread from the inside of the bracket up through the factory hole on top of the frame, which is approximately the size of a silver dollar. To secure the bracket, place the supplied washer over the silver dollar-sized hole on the frame to capture the all-thread. No drilling is necessary. The airline will then run through that same washer.

FRONT BRACKETS:  The front lower bag bracket stem effortlessly drops into the shock hole, allowing the bag bracket to rest on the factory lower control arm. Bolt the bottom of the airbag through the same stem hole, ensuring it is securely fastened. Then, proceed to mount the upper bag bracket  into the upper frame pocket and bolt it to the existing shock mount hole. You will need to trim out the upper outer frame pocket for optimal bag clearance on this particular model.

We offer our exclusive Triple Bellow air springs, which have a diameter of only 5 inches and expand to 5.51 inches. While you will lose approximately 2 inches of stroke compared to our traditional stock 2500 series air springs, trimming the frame should not be necessary. If you’d like to upgrade to the front air springs, please contact us. If you’re already running with aftermarket tubular control arms, just give us a heads up, and we will provide custom drop-in style brackets to fit seamlessly at no extra charge.

AFTERMARKET TUBULAR CONTROL ARMS: If your vehicle has aftermarket lower arms, or you’re planning to use aftermarket tubular lower arms, some light fabrication will be necessary to secure the lower shock stud to the arm. This process would involve drilling a hole through the aftermarket tubular arm and inserting a DOM tube of the correct size to support the lower stud, which will then need to be welded in place. Alternatively, you may explore fabricating tabs on the underside of the tubular arms to secure the stud. If you haven’t already purchased those fancy tubular arms, we recommend refurbishing your original arms by painting them and possibly equipping them with new ball joints. This approach simplifies the process of having to grind off the new powder coat and welding onto those new lower tubular arms, potentially saving you a few hundred dollars. However, if your primary goal is to showcase your vehicle’s new front lower tubular arms at a car show, they will certainly look impressive to the onlookers who admire them while lying underneath your vehicle.

FRONT SHOCK RELOCATION KIT:  The front shock relocation kit is designed to enhance your classic vehicle’s cruising performance. It includes both shock absorbers, dust covers, lower control arm stainless studs, and steel upper shock towers. This kit is compatible with most classic cars that use air springs in the front, primarily serving as a dampeners for the air springs.

The lower shock mounting studs will bolt to the lower control arm, securing the bottom of the shock. The upper shock towers will be welded to the frame, capturing the top threaded shaft of the shock absorber. Keep in mind that each classic vehicle may present unique challenges when relocating and positioning the upper shock towers and lower shock studs. Potential obstacles may include factory sway bars, aftermarket oversized sway bars, brake lines, larger aftermarket disc brakes, oversized wheels, wider offset wheels, etc. Therefore, if you’re a novice builder, consulting with a professional builder or a certified shop can provide valuable guidance and ensure a successful installation of your front shocks.

CLOSING REMARKS ON FRONT SHOCK INSTALLATION: The advice provided is relevant for the majority of our vintage vehicles during the process of relocating the front shock for air suspension installation. There may be some disparities among early classic vehicles, particularly between rear-steer and front-steer models during shock installation. Most well-known models, such as early X-frame Impala’s, Chevelle’s, Monte Carlos, Caprice Classics, and similar vehicles, are typically categorized as front-steer models. This means that the steering components are usually positioned in front of the wheels, near the core support, leaving more clearance for a shock to be mounted outside of the airbag onto the backside of the control arm facing the firewall. On the other hand, other early classics, such as 1958-1970 Cadillacs and similar models, are considered rear-steer vehicles, meaning that most of the steering components are located behind the wheels. This arrangement leaves little room for mounting a shock. As a result, many professional builders opt to mount the shock up front, facing the bumper—similar to the approach taken by Cadillac engineers when they introduced factory air suspension on several early models between late 1957 and 1960. Given the diverse designs of vehicles made over half a century ago and different manufacturing practices across the country, potential obstacles—such as brake lines, sway bars, or oversized wheels—may arise. Therefore, we want to reiterate that consulting with a professional builder or a certified shop is advisable when planning to relocate your front shocks.

REAR SHOCKS: Let’s talk about rear shocks—done! We don’t include them for this reason: our rear bags and brackets are designed to work with your original factory gas shocks. Many companies will try to sell you high-end name-brand shocks, claiming they are essential for air ride systems. In reality, the airbag’s quality and longer stroke support the vehicle’s weight. The purpose of the shock is to act as a dampener for the airbag, helping to smooth out the ride during sudden encounters with large potholes or unexpected railroad tracks at 45 MPH. That’s why a basic stock shock will work just fine—if it’s too stiff or heavy-duty, it will interfere with the air spring’s ability to absorb impacts effectively. This means the airbag won’t perform at its best in cushioning the ride. If your rear shocks resemble relics from Montgomery Ward or were added during high school auto shop class, like those hijacker air shocks from the ’70s, it might be time for an upgrade. Visit your favorite auto parts store for an inexpensive stock gas shock that fits your vehicle. Remember, investing in higher-end heavy-duty shocks may lessen the dynamic lift and ride quality of your air ride system. The more robust the shock, the more it can take away from the ideal ride quality. So take the $200-$300 we saved you and put it back into your pocket!

THE AIR TANK : Our exclusive tanks have a capacity of just over 6 gallons. They measure approximately 35″– in length, 7.25″- in diameter, and stand about 8.50″- tall. The front features two 1/2″ bungs for connecting to the manifolds, while each end of the tank has 3/8″ bungs for adapting to one or more compressors. Additionally, there are two 1/4″ bungs on the rear of the tank for the PSI switch and a quick connect for roadside air/train horn. Lastly, a 1/4″ bung on the bottom of the tank for easy drainage.

THE AIR COMPRESSOR: Introducing our premium 496 SS compressor, featuring a maximum working pressure of 200 psi. This compressor is a 100% duty cycle pump, delivering 2.19 CFM.  This work horse is the ideal choice for any onboard air ride system. Each 496 SS pump includes a special set of “Sound Stabilizer” springs to reduce noise and vibrations, ensuring a much more quiet operation. Each compressor is accompanied by a sleek 3/8″ NPT stainless steel braided leader hose featuring a built-in check valve for effortless connection to the air tank.

OUR 496 SS COMPRESSOR IS OIL-LESS: And features a built-in thermal overload protector incorporated to safeguard the compressor from overheating even in the most challenging operating conditions. With it being oil-less you can mount it in any direction or position. The only position we do not recommend is an upside-down mount, since heat tends to travel upward, and does not dissipate well in the motor housing.

INCLUDED WITH THE COMPRESSOR: An EZ AIRRIDE comprehensive wire care package, designed to provide everything you need for a successful installation and to ensure your compressor operates smoothly for years to come. This package includes a premium 20′ roll of our exclusive EZ AIRRIDE UL Certified 8-gauge OFC Tinned Copper wire, allowing you to connect the compressor in your trunk to the battery located up front.  Also included is an integrated 40-amp inline Maxi-Fuse with a protective fuse holder, a 30/40-amp transparent relay w/LED accompanied by a color-coded plug-in relay harness for easy setup, and 8 gauge copper lugs. With these high-quality components, you can trust that your air ride compressor will deliver reliable and efficient performance for years ahead.

KEY FEATURES OF THE COMPRESSOR:

• Chrome body
• Built-in thermal overload protector
•  Maximum pressure: 200 psi
•  Duty cycle: 100% @ 100 psi, 2.19 CFM 
• CFM: 2.19
•  Maximum amp draw: 26 per compressor 
• Fill rate (5 gallons): 0-200 psi 9 min. 45 sec. (± 15 sec.) ; Refill time: 165-200 psi = 2 minute 15 seconds
•  Sound Stabilization built inside /Sound-Stabilizer  Spring kit on the outside 
•  3/8″ leader hose with built-in check valve
• 12v Magnetic Motor
• Metal Filter Housing

The Classic Plus Gauge Panel serves as the primary control center for your air ride system. The Classic Plus gauge will offer ease over excess. This is where you adjust the pressure in each bag, equipped with four paddle valve switches and two glass gauges containing dual needles to cover both front & rear air bags. The panel is designed for smooth and simple control – there’s no need for fancy finger maneuvers to control the paddle valves, so you don’t need to be a finger acrobat. Each paddle valve is strategically paired at both ends of the sleek gauge panel for ease of adjustment. You can effortlessly use your finger or thumb to raise the front or back of the vehicle uniformly. The panel’s four-corner control allows for fine-tuning each corner, or just the front, back, or side to side. This comprehensive control over your suspension lets you modify it to your exact liking with a mere touch of a finger.

• Gauge Panel Features:
• Aluminum Panel with 4 paddle valves
• Dual needle glass air pressure gauge: 0-200 psi
• Brushed aluminum dial with bright white L.E.D. bulbs & power harness
• An all metal gauge casing with black & orange needles

The Air Fittings: Our genuine and easy-to-use air ride brass fittings are certified by the Department of Transportation, ensuring their durability and strength. Compared to plastic and metal fittings, our brass DOT fittings are more durable and stronger, capable of withstanding higher pressure levels without cracking or stressing. Their high resistance to corrosion makes them perfect for long-term use in air ride suspension systems exposed to moisture and other elements. These certified brass fittings are designed and tested to meet specific performance standards, guaranteeing reliability and consistency in their operation. With a reduced likelihood of failure or leaks, they provide a secure connection for your air ride suspension system.

Brass Fittings Included with the Classic Plus Kit:

• (4) 1/4″ x 3/8″ NPT Air bag fittings: (2) swivel 90’s for the front  (2) swivel 90’s for the rear
• (2) 1/4″ x 1/2″ NPT Gauge fittings: Mounts to air tank for air supply to gauge
• (1) 1/4″ Spare Air Quick Connect w/adapter: Mounts to air tank
• (1) 1/4″ female Air Coupler w/ Tire Schrader Valve: For Roadside Air
• (1) 165 on / 200 off  1/4″ Sealed Pressure Switch w/lead wires: Mounts to tank
• (1) 1/4″ Butterfly Petcock: Mounts to underside of air tank
• All Brass 1/4″ PTC Classic Plus Gauge Panel Fittings: (6) Brass Tees (Push-to-Connects) & (4) Straights  

The Classic Plus Kit

With our four-corner control air ride gauge panel, you can easily customize the ride height of your vehicle at the front, rear, and both sides, allowing for adjustments to individual corners. Whether you want to lower your car to lay it on the lawn at the car show, accommodate added passenger weight, or raise it for a more dynamic cruising experience, this system offers exceptional flexibility. This high level of adjustability sets our air ride suspension apart, providing a ride tailored to your unique preferences and needs.

The Classic Plus Kit is a four-corner control system, often referred to as FBSS (front, back, side, side). While it may seem like a flashy addition meant for show, it’s important to understand that this system goes far beyond merely impressing onlookers with stoplight shenanigans, bouncing side to side.  It serves a more practical purpose: The precise four-corner control enhances stability at each corner of your classic vehicle while minimizing body roll. Whether you’re accelerating up a freeway on-ramp at 60 mph, navigating painful potholes on a country road, or accommodating extra passenger weight, refined corner control is crucial for achieving optimal performance and combating the dreaded “Chevy Leans,”

The Classic Plus Kit features user-friendly paddle switches that control airflow from the tank to the air bags and release air from the bags back through the exhaust port on the paddle switches, allowing for manual adjustments tailored to your specific cruising conditions. While there are numerous fittings to plumb behind the gauge for efficient connections, our Premium Elite Kits elevate convenience by bypassing all the plumbing and fittings at the gauge. With the Elite Kit, you avoid routing the airbag lines to the dash, eliminating the need for multiple connections behind the gauge.

WHATS INCLUDED: Introducing our exclusive EZ AIRRIDE  airbags & brackets, specially designed for all 1965-1970 Impala’s, Bel Airs, Biscayne’s, Caprice Classics and full size station wagons. Our 2500 series airbags offer more stroke than traditional 2500 series airbags, compressing down to 2.8 inches and extending to 10.5 inches, providing useable stroke of nearly 8 inches. This increased stroke results in lower pressure within the bags, ultimately delivering a more dynamic ride quality. Whether you’re planning an LS swap, have a 454 big block engine, or want to fit 20″ rims on your ride, our airbags can handle it all. Each 2500 series airbag has a max load rating of 2,096 lbs. @ 100 psi. Whether you’re laying it on the lawn at a car show, preventing your pipes or oil pan from scraping along the driveway, or scrubbing the tires on turns due to extra passenger weight, the Classic Plus Kit ensures optimal clearance and performance. 

EASE OF INSTALLATION OF THE BAGS & BRACKETS:  Simplify your air ride installation with our exclusive bag brackets—the easiest setup you’ll find for airbag systems. Our brackets feature a durable powder-coated finish that enhances longevity by offering added protection.  All necessary airbag and bracket hardware is included, such as nuts, bolts, washers, and the required 7/16-inch all-thread. There’s no need to break out heavy-duty tools or welding equipment; just grab your socket set, drill, and a small angle grinder, and you’ll be good to go!

STARTING WITH THE REAR:  Begin the rear installation by positioning the lower bag plate onto the trailing arm along with the air spring. Secure both components in place by threading the supplied 1-inch bolt from the underside of the trailing arm, capturing the lower plate and fastening it to the air spring.

Installing the upper bracket is equally straightforward. Begin by attaching it to the underside of the frame. Insert the supplied 7/16-inch all-thread from the inside of the bracket up through the factory hole on top of the frame, which is approximately the size of a silver dollar. To secure the bracket, place the supplied washer over the silver dollar-sized hole on the frame to capture the all-thread. No drilling is necessary. The airline will then run through that same washer.

FRONT BRACKETS:  The front lower bag bracket stem effortlessly drops into the shock hole, allowing the bag bracket to rest on the factory lower control arm. Bolt the bottom of the airbag through the same stem hole, ensuring it is securely fastened. Then, proceed to mount the upper bag bracket  into the upper frame pocket and bolt it to the existing shock mount hole. You will need to trim out the upper outer frame pocket for optimal bag clearance on this particular model.

We offer our exclusive Triple Bellow air springs, which have a diameter of only 5 inches and expand to 5.51 inches. While you will lose approximately 2 inches of stroke compared to our traditional stock 2500 series air springs, trimming the frame should not be necessary. If you’d like to upgrade to the front air springs, please contact us. If you’re already running with aftermarket tubular control arms, just give us a heads up, and we will provide custom drop-in style brackets to fit seamlessly at no extra charge.

AFTERMARKET TUBULAR CONTROL ARMS: If your vehicle has aftermarket lower arms, or you’re planning to use aftermarket tubular lower arms, some light fabrication will be necessary to secure the lower shock stud to the arm. This process would involve drilling a hole through the aftermarket tubular arm and inserting a DOM tube of the correct size to support the lower stud, which will then need to be welded in place. Alternatively, you may explore fabricating tabs on the underside of the tubular arms to secure the stud. If you haven’t already purchased those fancy tubular arms, we recommend refurbishing your original arms by painting them and possibly equipping them with new ball joints. This approach simplifies the process of having to grind off the new powder coat and welding onto those new lower tubular arms, potentially saving you a few hundred dollars. However, if your primary goal is to showcase your vehicle’s new front lower tubular arms at a car show, they will certainly look impressive to the onlookers who admire them while lying underneath your vehicle.

FRONT SHOCK RELOCATION KIT:  The front shock relocation kit is designed to enhance your classic vehicle’s cruising performance. It includes both shock absorbers, dust covers, lower control arm stainless studs, and steel upper shock towers. This kit is compatible with most classic cars that use air springs in the front, primarily serving as a dampeners for the air springs.

The lower shock mounting studs will bolt to the lower control arm, securing the bottom of the shock. The upper shock towers will be welded to the frame, capturing the top threaded shaft of the shock absorber. Keep in mind that each classic vehicle may present unique challenges when relocating and positioning the upper shock towers and lower shock studs. Potential obstacles may include factory sway bars, aftermarket oversized sway bars, brake lines, larger aftermarket disc brakes, oversized wheels, wider offset wheels, etc. Therefore, if you’re a novice builder, consulting with a professional builder or a certified shop can provide valuable guidance and ensure a successful installation of your front shocks.

CLOSING REMARKS ON FRONT SHOCK INSTALLATION: The advice provided is relevant for the majority of our vintage vehicles during the process of relocating the front shock for air suspension installation. There may be some disparities among early classic vehicles, particularly between rear-steer and front-steer models during shock installation. Most well-known models, such as early X-frame Impala’s, Chevelle’s, Monte Carlos, Caprice Classics, and similar vehicles, are typically categorized as front-steer models. This means that the steering components are usually positioned in front of the wheels, near the core support, leaving more clearance for a shock to be mounted outside of the airbag onto the backside of the control arm facing the firewall. On the other hand, other early classics, such as 1958-1970 Cadillacs and similar models, are considered rear-steer vehicles, meaning that most of the steering components are located behind the wheels. This arrangement leaves little room for mounting a shock. As a result, many professional builders opt to mount the shock up front, facing the bumper—similar to the approach taken by Cadillac engineers when they introduced factory air suspension on several early models between late 1957 and 1960. Given the diverse designs of vehicles made over half a century ago and different manufacturing practices across the country, potential obstacles—such as brake lines, sway bars, or oversized wheels—may arise. Therefore, we want to reiterate that consulting with a professional builder or a certified shop is advisable when planning to relocate your front shocks.

REAR SHOCKS: Let’s talk about rear shocks—done! We don’t include them for this reason: our rear bags and brackets are designed to work with your original factory gas shocks. Many companies will try to sell you high-end name-brand shocks, claiming they are essential for air ride systems. In reality, the airbag’s quality and longer stroke support the vehicle’s weight. The purpose of the shock is to act as a dampener for the airbag, helping to smooth out the ride during sudden encounters with large potholes or unexpected railroad tracks at 45 MPH. That’s why a basic stock shock will work just fine—if it’s too stiff or heavy-duty, it will interfere with the air spring’s ability to absorb impacts effectively. This means the airbag won’t perform at its best in cushioning the ride. If your rear shocks resemble relics from Montgomery Ward or were added during high school auto shop class, like those hijacker air shocks from the ’70s, it might be time for an upgrade. Visit your favorite auto parts store for an inexpensive stock gas shock that fits your vehicle. Remember, investing in higher-end heavy-duty shocks may lessen the dynamic lift and ride quality of your air ride system. The more robust the shock, the more it can take away from the ideal ride quality. So take the $200-$300 we saved you and put it back into your pocket!

THE AIR TANK : Our exclusive tanks have a capacity of just over 6 gallons. They measure approximately 35″– in length, 7.25″- in diameter, and stand about 8.50″- tall. The front features two 1/2″ bungs for connecting to the manifolds, while each end of the tank has 3/8″ bungs for adapting to one or more compressors. Additionally, there are two 1/4″ bungs on the rear of the tank for the PSI switch and a quick connect for roadside air/train horn. Lastly, a 1/4″ bung on the bottom of the tank for easy drainage.

THE AIR COMPRESSOR: Introducing our premium 496 SS compressor, featuring a maximum working pressure of 200 psi. This compressor is a 100% duty cycle pump, delivering 2.19 CFM.  This work horse is the ideal choice for any onboard air ride system. Each 496 SS pump includes a special set of “Sound Stabilizer” springs to reduce noise and vibrations, ensuring a much more quiet operation. Each compressor is accompanied by a sleek 3/8″ NPT stainless steel braided leader hose featuring a built-in check valve for effortless connection to the air tank.

OUR 496 SS COMPRESSOR IS OIL-LESS: And features a built-in thermal overload protector incorporated to safeguard the compressor from overheating even in the most challenging operating conditions. With it being oil-less you can mount it in any direction or position. The only position we do not recommend is an upside-down mount, since heat tends to travel upward, and does not dissipate well in the motor housing.

INCLUDED WITH THE COMPRESSOR: An EZ AIRRIDE comprehensive wire care package, designed to provide everything you need for a successful installation and to ensure your compressor operates smoothly for years to come. This package includes a premium 20′ roll of our exclusive EZ AIRRIDE UL Certified 8-gauge OFC Tinned Copper wire, allowing you to connect the compressor in your trunk to the battery located up front.  Also included is an integrated 40-amp inline Maxi-Fuse with a protective fuse holder, a 30/40-amp transparent relay w/LED accompanied by a color-coded plug-in relay harness for easy setup, and 8 gauge copper lugs. With these high-quality components, you can trust that your air ride compressor will deliver reliable and efficient performance for years ahead.

KEY FEATURES OF THE COMPRESSOR:

• Chrome body
• Built-in thermal overload protector
•  Maximum pressure: 200 psi
•  Duty cycle: 100% @ 100 psi, 2.19 CFM 
• CFM: 2.19
•  Maximum amp draw: 26 per compressor 
• Fill rate (5 gallons): 0-200 psi 9 min. 45 sec. (± 15 sec.) ; Refill time: 165-200 psi = 2 minute 15 seconds
•  Sound Stabilization built inside /Sound-Stabilizer  Spring kit on the outside 
•  3/8″ leader hose with built-in check valve
• 12v Magnetic Motor
• Metal Filter Housing

The Classic Plus Gauge Panel serves as the primary control center for your air ride system. The Classic Plus gauge will offer ease over excess. This is where you adjust the pressure in each bag, equipped with four paddle valve switches and two glass gauges containing dual needles to cover both front & rear air bags. The panel is designed for smooth and simple control – there’s no need for fancy finger maneuvers to control the paddle valves, so you don’t need to be a finger acrobat. Each paddle valve is strategically paired at both ends of the sleek gauge panel for ease of adjustment. You can effortlessly use your finger or thumb to raise the front or back of the vehicle uniformly. The panel’s four-corner control allows for fine-tuning each corner, or just the front, back, or side to side. This comprehensive control over your suspension lets you modify it to your exact liking with a mere touch of a finger.

• Gauge Panel Features:
• Aluminum Panel with 4 paddle valves
• Dual needle glass air pressure gauge: 0-200 psi
• Brushed aluminum dial with bright white L.E.D. bulbs & power harness
• An all metal gauge casing with black & orange needles

The Air Fittings: Our genuine and easy-to-use air ride brass fittings are certified by the Department of Transportation, ensuring their durability and strength. Compared to plastic and metal fittings, our brass DOT fittings are more durable and stronger, capable of withstanding higher pressure levels without cracking or stressing. Their high resistance to corrosion makes them perfect for long-term use in air ride suspension systems exposed to moisture and other elements. These certified brass fittings are designed and tested to meet specific performance standards, guaranteeing reliability and consistency in their operation. With a reduced likelihood of failure or leaks, they provide a secure connection for your air ride suspension system.

Brass Fittings Included with the Classic Plus Kit:

• (4) 1/4″ x 3/8″ NPT Air bag fittings: (2) swivel 90’s for the front  (2) swivel 90’s for the rear
• (2) 1/4″ x 1/2″ NPT Gauge fittings: Mounts to air tank for air supply to gauge
• (1) 1/4″ Spare Air Quick Connect w/adapter: Mounts to air tank
• (1) 1/4″ female Air Coupler w/ Tire Schrader Valve: For Roadside Air
• (1) 165 on / 200 off  1/4″ Sealed Pressure Switch w/lead wires: Mounts to tank
• (1) 1/4″ Butterfly Petcock: Mounts to underside of air tank
• All Brass 1/4″ PTC Classic Plus Gauge Panel Fittings: (6) Brass Tees (Push-to-Connects) & (4) Straights  

Our Platinum Kit:

The Platinum Kit: Is a front and rear system designed to allow both the front and rear of the vehicle to move up and down equally, without independent wheel or side articulation. While this may not be an issue for those simply looking to raise and lower the front and rear simultaneously, it’s important to note that the “Chevy lean” effect may be more noticeable—especially during hard turns, speeding up on freeway on-ramps, and similar situations—on a vehicle equipped with just this front-and-back system.

We understand if your intention is solely to hop it up front and back with the simplicity of a handheld control switch box while cruising the strip, then this kit will work well for you. However, if your needs extend beyond this, we recommend exploring our Elite Kits.

While it’s important to mention that the Platinum Kit is strictly a front and rear system only; it also provides a significantly quicker up-and-down air system compared to our Classic Plus Kit and Elite Kit, catering to those who desire “THE NEED 4 SPEED” in their air ride system. The kit includes four of our 280 psi-rated one-way valves that strategically pair up and mount to the air tank to fill and release air from the front and rear bags with great force. You can think of these valves as mini superchargers, similar to those used on engines to push additional air into the combustion chamber. This kit is tailored for individuals who wish to replicate the functions of hydraulics, such as quicker raising and lowering while managing it with a handheld switch box—all while preserving the original structure of their classic vehicle.

WHILE MANY OF US CRUISE OUR CLASSICS WITH YOUR FAVORITE CO-PILOT OR THE LITTLE ONES: Who will undoubtedly want to take charge of the switch box because it’s just fun!—the enjoyment can fade quickly if they hold down the drop button for too long. This can cause the front end to drop abruptly, resulting in the chassis thudding against the pavement. But there’s no need to worry—your pipes and oil pan are well protected! The exhaust ports on our valve body’s feature an EZ-flow brass slow-down exhaust muffler, allowing you to effortlessly adjust the drop speed with a simple twist, just like turning down the volume on your stereo. Dial in your drop speed with ease, and enjoy smooth, controlled adjustments!

WHATS INCLUDED: Introducing our exclusive EZ AIRRIDE  airbags & brackets, specially designed for all 1965-1970 Impala’s, Bel Airs, Biscayne’s, Caprice Classics and full size station wagons. Our 2500 series airbags offer more stroke than traditional 2500 series airbags, compressing down to 2.8 inches and extending to 10.5 inches, providing useable stroke of nearly 8 inches. This increased stroke results in lower pressure within the bags, ultimately delivering a more dynamic ride quality. Whether you’re planning an LS swap, have a 454 big block engine, or want to fit 20″ rims on your ride, our airbags can handle it all. Each 2500 series airbag has a max load rating of 2,096 lbs. @ 100 psi. Whether you’re laying it on the lawn at a car show, preventing your pipes or oil pan from scraping along the driveway, or scrubbing the tires on turns due to extra passenger weight, the Platinum Kit ensures optimal clearance and performance. 

EASE OF INSTALLATION OF THE BAGS & BRACKETS:  Simplify your air ride installation with our exclusive bag brackets—the easiest setup you’ll find for airbag systems. Our brackets feature a durable powder-coated finish that enhances longevity by offering added protection.  All necessary airbag and bracket hardware is included, such as nuts, bolts, washers, and the required 7/16-inch all-thread. There’s no need to break out heavy-duty tools or welding equipment; just grab your socket set, drill, and a small angle grinder, and you’ll be good to go!

STARTING WITH THE REAR:  Begin the rear installation by positioning the lower bag plate onto the trailing arm along with the air spring. Secure both components in place by threading the supplied 1-inch bolt from the underside of the trailing arm, capturing the lower plate and fastening it to the air spring.

Installing the upper bracket is equally straightforward. Begin by attaching it to the underside of the frame. Insert the supplied 7/16-inch all-thread from the inside of the bracket up through the factory hole on top of the frame, which is approximately the size of a silver dollar. To secure the bracket, place the supplied washer over the silver dollar-sized hole on the frame to capture the all-thread. No drilling is necessary. The airline will then run through that same washer.

FRONT BRACKETS:  The front lower bag bracket stem effortlessly drops into the shock hole, allowing the bag bracket to rest on the factory lower control arm. Bolt the bottom of the airbag through the same stem hole, ensuring it is securely fastened. Then, proceed to mount the upper bag bracket  into the upper frame pocket and bolt it to the existing shock mount hole. You will need to trim out the upper outer frame pocket for optimal bag clearance on this particular model.

We offer our exclusive Triple Bellow air springs, which have a diameter of only 5 inches and expand to 5.51 inches. While you will lose approximately 2 inches of stroke compared to our traditional stock 2500 series air springs, trimming the frame should not be necessary. If you’d like to upgrade to the front air springs, please contact us. If you’re already running with aftermarket tubular control arms, just give us a heads up, and we will provide custom drop-in style brackets to fit seamlessly at no extra charge.

AFTERMARKET TUBULAR CONTROL ARMS: If your vehicle has aftermarket lower arms, or you’re planning to use aftermarket tubular lower arms, some light fabrication will be necessary to secure the lower shock stud to the arm. This process would involve drilling a hole through the aftermarket tubular arm and inserting a DOM tube of the correct size to support the lower stud, which will then need to be welded in place. Alternatively, you may explore fabricating tabs on the underside of the tubular arms to secure the stud. If you haven’t already purchased those fancy tubular arms, we recommend refurbishing your original arms by painting them and possibly equipping them with new ball joints. This approach simplifies the process of having to grind off the new powder coat and welding onto those new lower tubular arms, potentially saving you a few hundred dollars. However, if your primary goal is to showcase your vehicle’s new front lower tubular arms at a car show, they will certainly look impressive to the onlookers who admire them while lying underneath your vehicle.

FRONT SHOCK RELOCATION KIT:  The front shock relocation kit is designed to enhance your classic vehicle’s cruising performance. It includes both shock absorbers, dust covers, lower control arm stainless studs, and steel upper shock towers. This kit is compatible with most classic cars that use air springs in the front, primarily serving as a dampeners for the air springs.

The lower shock mounting studs will bolt to the lower control arm, securing the bottom of the shock. The upper shock towers will be welded to the frame, capturing the top threaded shaft of the shock absorber. Keep in mind that each classic vehicle may present unique challenges when relocating and positioning the upper shock towers and lower shock studs. Potential obstacles may include factory sway bars, aftermarket oversized sway bars, brake lines, larger aftermarket disc brakes, oversized wheels, wider offset wheels, etc. Therefore, if you’re a novice builder, consulting with a professional builder or a certified shop can provide valuable guidance and ensure a successful installation of your front shocks.

CLOSING REMARKS ON FRONT SHOCK INSTALLATION: The advice provided is relevant for the majority of our vintage vehicles during the process of relocating the front shock for air suspension installation. There may be some disparities among early classic vehicles, particularly between rear-steer and front-steer models during shock installation. Most well-known models, such as early X-frame Impala’s, Chevelle’s, Monte Carlos, Caprice Classics, and similar vehicles, are typically categorized as front-steer models. This means that the steering components are usually positioned in front of the wheels, near the core support, leaving more clearance for a shock to be mounted outside of the airbag onto the backside of the control arm facing the firewall. On the other hand, other early classics, such as 1958-1970 Cadillacs and similar models, are considered rear-steer vehicles, meaning that most of the steering components are located behind the wheels. This arrangement leaves little room for mounting a shock. As a result, many professional builders opt to mount the shock up front, facing the bumper—similar to the approach taken by Cadillac engineers when they introduced factory air suspension on several early models between late 1957 and 1960. Given the diverse designs of vehicles made over half a century ago and different manufacturing practices across the country, potential obstacles—such as brake lines, sway bars, or oversized wheels—may arise. Therefore, we want to reiterate that consulting with a professional builder or a certified shop is advisable when planning to relocate your front shocks.

REAR SHOCKS: Let’s talk about rear shocks—done! We don’t include them for this reason: our rear bags and brackets are designed to work with your original factory gas shocks. Many companies will try to sell you high-end name-brand shocks, claiming they are essential for air ride systems. In reality, the airbag’s quality and longer stroke support the vehicle’s weight. The purpose of the shock is to act as a dampener for the airbag, helping to smooth out the ride during sudden encounters with large potholes or unexpected railroad tracks at 45 MPH. That’s why a basic stock shock will work just fine—if it’s too stiff or heavy-duty, it will interfere with the air spring’s ability to absorb impacts effectively. This means the airbag won’t perform at its best in cushioning the ride. If your rear shocks resemble relics from Montgomery Ward or were added during high school auto shop class, like those hijacker air shocks from the ’70s, it might be time for an upgrade. Visit your favorite auto parts store for an inexpensive stock gas shock that fits your vehicle. Remember, investing in higher-end heavy-duty shocks may lessen the dynamic lift and ride quality of your air ride system. The more robust the shock, the more it can take away from the ideal ride quality. So take the $200-$300 we saved you and put it back into your pocket!

THE AIR TANK : Our exclusive tanks have a capacity of just over 6 gallons. They measure approximately 35″– in length, 7.25″- in diameter, and stand about 8.50″- tall. The front features two 1/2″ bungs for connecting to the manifolds, while each end of the tank has 3/8″ bungs for adapting to one or more compressors. Additionally, there are two 1/4″ bungs on the rear of the tank for the PSI switch and a quick connect for roadside air/train horn. Lastly, a 1/4″ bung on the bottom of the tank for easy drainage.

THE AIR COMPRESSOR: Introducing our premium 496 SS compressor, featuring a maximum working pressure of 200 psi. This compressor is a 100% duty cycle pump, delivering 2.19 CFM.  This work horse is the ideal choice for any onboard air ride system. Each 496 SS pump includes a special set of “Sound Stabilizer” springs to reduce noise and vibrations, ensuring a much more quiet operation. Each compressor is accompanied by a sleek 3/8″ NPT stainless steel braided leader hose featuring a built-in check valve for effortless connection to the air tank.

OUR 496 SS COMPRESSOR IS OIL-LESS: And features a built-in thermal overload protector incorporated to safeguard the compressor from overheating even in the most challenging operating conditions. With it being oil-less you can mount it in any direction or position. The only position we do not recommend is an upside-down mount, since heat tends to travel upward, and does not dissipate well in the motor housing.

INCLUDED WITH THE COMPRESSOR: An EZ AIRRIDE comprehensive wire care package, designed to provide everything you need for a successful installation and to ensure your compressor operates smoothly for years to come. This package includes a premium 20′ roll of our exclusive EZ AIRRIDE UL Certified 8-gauge OFC Tinned Copper wire, allowing you to connect the compressor in your trunk to the battery located up front.  Also included is an integrated 40-amp inline Maxi-Fuse with a protective fuse holder, a 30/40-amp transparent relay w/LED accompanied by a color-coded plug-in relay harness for easy setup, and 8 gauge copper lugs. With these high-quality components, you can trust that your air ride compressor will deliver reliable and efficient performance for years ahead.

KEY FEATURES OF THE COMPRESSOR:

• Chrome body
• Built-in thermal overload protector
•  Maximum pressure: 200 psi
•  Duty cycle: 100% @ 100 psi, 2.19 CFM 
• CFM: 2.19
•  Maximum amp draw: 26 per compressor 
• Fill rate (5 gallons): 0-200 psi 9 min. 45 sec. (± 15 sec.) ; Refill time: 165-200 psi = 2 minute 15 seconds
•  Sound Stabilization built inside /Sound-Stabilizer  Spring kit on the outside 
•  3/8″ leader hose with built-in check valve
• 12v Magnetic Motor
• Metal Filter Housing

The Air Fittings: Our genuine and easy-to-use air ride brass fittings are certified by the Department of Transportation, ensuring their durability and strength. Compared to plastic and metal fittings, our brass DOT fittings are more durable and stronger, capable of withstanding higher pressure levels without cracking or stressing. Their high resistance to corrosion makes them perfect for long-term use in air ride suspension systems exposed to moisture and other elements. These certified brass fittings are designed and tested to meet specific performance standards, guaranteeing reliability and consistency in their operation. With a reduced likelihood of failure or leaks, they provide a secure connection for your air ride suspension system.

The Classic Plus Kit

With our four-corner control air ride gauge panel, you can easily customize the ride height of your vehicle at the front, rear, and both sides, allowing for adjustments to individual corners. Whether you want to lower your car to lay it on the lawn at the car show, accommodate added passenger weight, or raise it for a more dynamic cruising experience, this system offers exceptional flexibility. This high level of adjustability sets our air ride suspension apart, providing a ride tailored to your unique preferences and needs.

The Classic Plus Kit is a four-corner control system, often referred to as FBSS (front, back, side, side). While it may seem like a flashy addition meant for show, it’s important to understand that this system goes far beyond merely impressing onlookers with stoplight shenanigans, bouncing side to side.  It serves a more practical purpose: The precise four-corner control enhances stability at each corner of your classic vehicle while minimizing body roll. Whether you’re accelerating up a freeway on-ramp at 60 mph, navigating painful potholes on a country road, or accommodating extra passenger weight, refined corner control is crucial for achieving optimal performance and combating the dreaded “Chevy Leans,”

The Classic Plus Kit features user-friendly paddle switches that control airflow from the tank to the air bags and release air from the bags back through the exhaust port on the paddle switches, allowing for manual adjustments tailored to your specific cruising conditions. While there are numerous fittings to plumb behind the gauge for efficient connections, our Premium Elite Kits elevate convenience by bypassing all the plumbing and fittings at the gauge. With the Elite Kit, you avoid routing the airbag lines to the dash, eliminating the need for multiple connections behind the gauge.

WHATS INCLUDED: Introducing our exclusive EZ AIRRIDE  airbags & brackets, specially designed for all 1965-1970 Impala’s, Bel Airs, Biscayne’s, Caprice Classics and full size station wagons. Our 2500 series airbags offer more stroke than traditional 2500 series airbags, compressing down to 2.8 inches and extending to 10.5 inches, providing useable stroke of nearly 8 inches. This increased stroke results in lower pressure within the bags, ultimately delivering a more dynamic ride quality. Whether you’re planning an LS swap, have a 454 big block engine, or want to fit 20″ rims on your ride, our airbags can handle it all. Each 2500 series airbag has a max load rating of 2,096 lbs. @ 100 psi. Whether you’re laying it on the lawn at a car show, preventing your pipes or oil pan from scraping along the driveway, or scrubbing the tires on turns due to extra passenger weight, the Classic Plus Kit ensures optimal clearance and performance. 

EASE OF INSTALLATION OF THE BAGS & BRACKETS:  Simplify your air ride installation with our exclusive bag brackets—the easiest setup you’ll find for airbag systems. Our brackets feature a durable powder-coated finish that enhances longevity by offering added protection.  All necessary airbag and bracket hardware is included, such as nuts, bolts, washers, and the required 7/16-inch all-thread. There’s no need to break out heavy-duty tools or welding equipment; just grab your socket set, drill, and a small angle grinder, and you’ll be good to go!

STARTING WITH THE REAR:  Begin the rear installation by positioning the lower bag plate onto the trailing arm along with the air spring. Secure both components in place by threading the supplied 1-inch bolt from the underside of the trailing arm, capturing the lower plate and fastening it to the air spring.

Installing the upper bracket is equally straightforward. Begin by attaching it to the underside of the frame. Insert the supplied 7/16-inch all-thread from the inside of the bracket up through the factory hole on top of the frame, which is approximately the size of a silver dollar. To secure the bracket, place the supplied washer over the silver dollar-sized hole on the frame to capture the all-thread. No drilling is necessary. The airline will then run through that same washer.

FRONT BRACKETS:  The front lower bag bracket stem effortlessly drops into the shock hole, allowing the bag bracket to rest on the factory lower control arm. Bolt the bottom of the airbag through the same stem hole, ensuring it is securely fastened. Then, proceed to mount the upper bag bracket  into the upper frame pocket and bolt it to the existing shock mount hole. You will need to trim out the upper outer frame pocket for optimal bag clearance on this particular model.

We offer our exclusive Triple Bellow air springs, which have a diameter of only 5 inches and expand to 5.51 inches. While you will lose approximately 2 inches of stroke compared to our traditional stock 2500 series air springs, trimming the frame should not be necessary. If you’d like to upgrade to the front air springs, please contact us. If you’re already running with aftermarket tubular control arms, just give us a heads up, and we will provide custom drop-in style brackets to fit seamlessly at no extra charge.

AFTERMARKET TUBULAR CONTROL ARMS: If your vehicle has aftermarket lower arms, or you’re planning to use aftermarket tubular lower arms, some light fabrication will be necessary to secure the lower shock stud to the arm. This process would involve drilling a hole through the aftermarket tubular arm and inserting a DOM tube of the correct size to support the lower stud, which will then need to be welded in place. Alternatively, you may explore fabricating tabs on the underside of the tubular arms to secure the stud. If you haven’t already purchased those fancy tubular arms, we recommend refurbishing your original arms by painting them and possibly equipping them with new ball joints. This approach simplifies the process of having to grind off the new powder coat and welding onto those new lower tubular arms, potentially saving you a few hundred dollars. However, if your primary goal is to showcase your vehicle’s new front lower tubular arms at a car show, they will certainly look impressive to the onlookers who admire them while lying underneath your vehicle.

FRONT SHOCK RELOCATION KIT:  The front shock relocation kit is designed to enhance your classic vehicle’s cruising performance. It includes both shock absorbers, dust covers, lower control arm stainless studs, and steel upper shock towers. This kit is compatible with most classic cars that use air springs in the front, primarily serving as a dampeners for the air springs.

The lower shock mounting studs will bolt to the lower control arm, securing the bottom of the shock. The upper shock towers will be welded to the frame, capturing the top threaded shaft of the shock absorber. Keep in mind that each classic vehicle may present unique challenges when relocating and positioning the upper shock towers and lower shock studs. Potential obstacles may include factory sway bars, aftermarket oversized sway bars, brake lines, larger aftermarket disc brakes, oversized wheels, wider offset wheels, etc. Therefore, if you’re a novice builder, consulting with a professional builder or a certified shop can provide valuable guidance and ensure a successful installation of your front shocks.

CLOSING REMARKS ON FRONT SHOCK INSTALLATION: The advice provided is relevant for the majority of our vintage vehicles during the process of relocating the front shock for air suspension installation. There may be some disparities among early classic vehicles, particularly between rear-steer and front-steer models during shock installation. Most well-known models, such as early X-frame Impala’s, Chevelle’s, Monte Carlos, Caprice Classics, and similar vehicles, are typically categorized as front-steer models. This means that the steering components are usually positioned in front of the wheels, near the core support, leaving more clearance for a shock to be mounted outside of the airbag onto the backside of the control arm facing the firewall. On the other hand, other early classics, such as 1958-1970 Cadillacs and similar models, are considered rear-steer vehicles, meaning that most of the steering components are located behind the wheels. This arrangement leaves little room for mounting a shock. As a result, many professional builders opt to mount the shock up front, facing the bumper—similar to the approach taken by Cadillac engineers when they introduced factory air suspension on several early models between late 1957 and 1960. Given the diverse designs of vehicles made over half a century ago and different manufacturing practices across the country, potential obstacles—such as brake lines, sway bars, or oversized wheels—may arise. Therefore, we want to reiterate that consulting with a professional builder or a certified shop is advisable when planning to relocate your front shocks.

REAR SHOCKS: Let’s talk about rear shocks—done! We don’t include them for this reason: our rear bags and brackets are designed to work with your original factory gas shocks. Many companies will try to sell you high-end name-brand shocks, claiming they are essential for air ride systems. In reality, the airbag’s quality and longer stroke support the vehicle’s weight. The purpose of the shock is to act as a dampener for the airbag, helping to smooth out the ride during sudden encounters with large potholes or unexpected railroad tracks at 45 MPH. That’s why a basic stock shock will work just fine—if it’s too stiff or heavy-duty, it will interfere with the air spring’s ability to absorb impacts effectively. This means the airbag won’t perform at its best in cushioning the ride. If your rear shocks resemble relics from Montgomery Ward or were added during high school auto shop class, like those hijacker air shocks from the ’70s, it might be time for an upgrade. Visit your favorite auto parts store for an inexpensive stock gas shock that fits your vehicle. Remember, investing in higher-end heavy-duty shocks may lessen the dynamic lift and ride quality of your air ride system. The more robust the shock, the more it can take away from the ideal ride quality. So take the $200-$300 we saved you and put it back into your pocket!

THE AIR TANK : Our exclusive tanks have a capacity of just over 6 gallons. They measure approximately 35″– in length, 7.25″- in diameter, and stand about 8.50″- tall. The front features two 1/2″ bungs for connecting to the manifolds, while each end of the tank has 3/8″ bungs for adapting to one or more compressors. Additionally, there are two 1/4″ bungs on the rear of the tank for the PSI switch and a quick connect for roadside air/train horn. Lastly, a 1/4″ bung on the bottom of the tank for easy drainage.

THE AIR COMPRESSOR: Introducing our premium 496 SS compressor, featuring a maximum working pressure of 200 psi. This compressor is a 100% duty cycle pump, delivering 2.19 CFM.  This work horse is the ideal choice for any onboard air ride system. Each 496 SS pump includes a special set of “Sound Stabilizer” springs to reduce noise and vibrations, ensuring a much more quiet operation. Each compressor is accompanied by a sleek 3/8″ NPT stainless steel braided leader hose featuring a built-in check valve for effortless connection to the air tank.

OUR 496 SS COMPRESSOR IS OIL-LESS: And features a built-in thermal overload protector incorporated to safeguard the compressor from overheating even in the most challenging operating conditions. With it being oil-less you can mount it in any direction or position. The only position we do not recommend is an upside-down mount, since heat tends to travel upward, and does not dissipate well in the motor housing.

INCLUDED WITH THE COMPRESSOR: An EZ AIRRIDE comprehensive wire care package, designed to provide everything you need for a successful installation and to ensure your compressor operates smoothly for years to come. This package includes a premium 20′ roll of our exclusive EZ AIRRIDE UL Certified 8-gauge OFC Tinned Copper wire, allowing you to connect the compressor in your trunk to the battery located up front.  Also included is an integrated 40-amp inline Maxi-Fuse with a protective fuse holder, a 30/40-amp transparent relay w/LED accompanied by a color-coded plug-in relay harness for easy setup, and 8 gauge copper lugs. With these high-quality components, you can trust that your air ride compressor will deliver reliable and efficient performance for years ahead.

KEY FEATURES OF THE COMPRESSOR:

• Chrome body
• Built-in thermal overload protector
•  Maximum pressure: 200 psi
•  Duty cycle: 100% @ 100 psi, 2.19 CFM 
• CFM: 2.19
•  Maximum amp draw: 26 per compressor 
• Fill rate (5 gallons): 0-200 psi 9 min. 45 sec. (± 15 sec.) ; Refill time: 165-200 psi = 2 minute 15 seconds
•  Sound Stabilization built inside /Sound-Stabilizer  Spring kit on the outside 
•  3/8″ leader hose with built-in check valve
• 12v Magnetic Motor
• Metal Filter Housing

The Classic Plus Gauge Panel serves as the primary control center for your air ride system. The Classic Plus gauge will offer ease over excess. This is where you adjust the pressure in each bag, equipped with four paddle valve switches and two glass gauges containing dual needles to cover both front & rear air bags. The panel is designed for smooth and simple control – there’s no need for fancy finger maneuvers to control the paddle valves, so you don’t need to be a finger acrobat. Each paddle valve is strategically paired at both ends of the sleek gauge panel for ease of adjustment. You can effortlessly use your finger or thumb to raise the front or back of the vehicle uniformly. The panel’s four-corner control allows for fine-tuning each corner, or just the front, back, or side to side. This comprehensive control over your suspension lets you modify it to your exact liking with a mere touch of a finger.

• Gauge Panel Features:
• Aluminum Panel with 4 paddle valves
• Dual needle glass air pressure gauge: 0-200 psi
• Brushed aluminum dial with bright white L.E.D. bulbs & power harness
• An all metal gauge casing with black & orange needles

The Air Fittings: Our genuine and easy-to-use air ride brass fittings are certified by the Department of Transportation, ensuring their durability and strength. Compared to plastic and metal fittings, our brass DOT fittings are more durable and stronger, capable of withstanding higher pressure levels without cracking or stressing. Their high resistance to corrosion makes them perfect for long-term use in air ride suspension systems exposed to moisture and other elements. These certified brass fittings are designed and tested to meet specific performance standards, guaranteeing reliability and consistency in their operation. With a reduced likelihood of failure or leaks, they provide a secure connection for your air ride suspension system.

Brass Fittings Included with the Classic Plus Kit:

• (4) 1/4″ x 3/8″ NPT Air bag fittings: (2) swivel 90’s for the front  (2) swivel 90’s for the rear
• (2) 1/4″ x 1/2″ NPT Gauge fittings: Mounts to air tank for air supply to gauge
• (1) 1/4″ Spare Air Quick Connect w/adapter: Mounts to air tank
• (1) 1/4″ female Air Coupler w/ Tire Schrader Valve: For Roadside Air
• (1) 165 on / 200 off  1/4″ Sealed Pressure Switch w/lead wires: Mounts to tank
• (1) 1/4″ Butterfly Petcock: Mounts to underside of air tank
• All Brass 1/4″ PTC Classic Plus Gauge Panel Fittings: (6) Brass Tees (Push-to-Connects) & (4) Straights