Our Platinum Kit:™ Is designed to enhance your Impala’s performance by improving driving comfort and giving it a distinctive stance on command. These enhancements are accomplished with the help of a handheld switch box and our unique Platinum dual needle air ride gauge panel. We’ve designed our kits with DIY enthusiasts in mind, eliminating the need for complex equipment like computers, sensors, self leveling levelers, extensive wiring, calibration, etc. We call this “driver seat calibration,” controlled by your eyes and thumb. Similar to how you use your speedometer to monitor your speed and your gas pedal to regulate it, our Platinum gauge operates in much the same way. Simply use your thumb to press the rocker switch to adjust your vehicle’s height, and watch the gauge needles to find your ideal pressure point and ride height. The Platinum’s gauge panel combined with the switch box enables you to adjust your vehicle’s ride height to your liking. Lowering it for a sporty look and better aerodynamics, or raising it for leisurely cruising. This system’s high adjustability offers a personalized ride to meet your specific preferences and needs.
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.
