Introducing our Tubular Upper Roller Control Arms for 65-73 Mustangs.
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It has taken years of development, CAD drawings, prototypes, many, many alignment
sessions, 100's of racetrack laps and many street miles went into getting our
arms to a revision we are 110% happy with.
The following information has been written to
highlight the benefits of using our arms and to explain why we designed them the
way we did. If any of it needs clarification please contact us and we'll be
happy to explain it further.
For our pivot we started with a chromoly, heat treated heim bearing.
It features a self sealing and self cleaning Teflon/Kevlar impregnated race. Metal to metal support on the ball to body can handle heavy shock &
vibration loads and has a increased cross-sectional thickness for greater
tensile strength. This bearing is the big brother version we've used for
many, many years of trouble free service in our
Adjustable Strut Rods.
Not only does this type of bearing offer bind free operation, but as an added bonus
the threaded section can be used for adjustment to change the length of
both control arms. By adjusting the length of both control arms for
alignment and minimizing the stack of shims used to compensate for chassis
variances, a more rigid connection to the shock tower is achieved.
When combined with a set of our
Tubular Lower Control Arms and a
Lower Control Arm Camber Kit we were able to achieve over -5
degrees camber with the bearing threaded all the way in and the arm bolted
straight to the shock tower on our 66 Mustang test car! We then left the UCA
bolted to the tower and used the
Lower Control Arm Camber Kit to pull the LCA in so we could get our track alignment
camber setting of -2.75 degrees. Combined with our
Adjustable Strut Rods we set in +4 degrees of caster:
Street or Track's 66 test mule during testing. Fitted with our Tubular UCA,
LCA and our Adjustable Strut Rods.
As well as improving camber gain, a shorter UCA also increases tire clearance. By using the UCA as short as possible and an
Lower Control Arm Camber Kit to set
camber a 245/45/17 tire can be installed up front on our 66 (with a rolled fender lip).
Every car is different however! To gain even more caster and tire to front
fender clearance, the front heim bearing can be un-threaded further than the
rear bearing. This dials in positive caster so the strut rod doesn't have
to be as short giving more tire clearance to the front valance if using a large
tire.
But I don't have a
Lower Control Arm Camber Kit
We sell them. Don't want one? No problem, thread out the heim
joint bearing to make each UCA longer, then use a minimal amount of shims to set
alignment. Just make sure both arms are of equal length! The
limitation of this however is you can only make the upper arm as short as it
will go. After this you run out of negative camber adjustment. Use
the
Lower Control Arm Camber Kit for more adjustment.
What if I want a street alignment - something around -0.5 degrees camber?
Easy. Just thread out the heim bearing an equal amount on each control
arm and use shims or the
Lower Control Arm Camber Kit to get the camber setting you want.
Don't want to take the arms off the car? No problem, just use shims or the
Lower Control Arm Camber Kit.
Complete, detailed instructions, performance and track alignment settings
included with the control arms.
Why not use a barrel adjuster to change the arms length?
| We didn't want to use a barrel adjuster to
change the arms length because having arms at different lengths would mean
the pivot points wouldn't be equal side to side. This would result in different
camber curves left and right. The same issue should be mentioned for
setting alignment with barrel adjusters. By adjusting the length of
the arms to get the correct alignment, inevitably you'll end up with
different length arms and thus a different camber curve on each side of
the vehicle. This is only beneficial for your alignment guy, not
your cars handling. For anybody that wants a second opinion on
keeping both arms equal lengths, read Bob Bolles' 'Stock Car Setup Secrets' - ISBN
1557884013.
|
By not using a barrel adjuster we were able to use the space they would
occupy for a cross brace tube. |
|
This adds additional stiffness
to our UCA's |
|
|
We built these control arms with performance and handling in mind. If
that means it takes longer to set the alignment because both UCA's need
to be the same length then so be it. Your lap times or freeway on/off ramp
outings will benefit.
Bottom line...
We've developed a rigid, stiff, rebuildable set of control arms that fix the
stock control arm positive camber characteristics. Combined with the large
range of possible camber/caster settings these control arms offer something for
the weekend street cruiser to the drag or road race Mustang owner.
Specifications & Benefits Short List:
- Shortened arm and angled ball joint plate increases camber gain.
- Tubular design makes for a lightweight, rigid structure.
- .120 Wall seamless tubing.
- TIG welded construction.
- Teflon/Kevlar race lined pivots provide bind free movement and long
service life without any cleaning, greasing or maintenance.
- 4140 Chromoly cross shafts.
- Moog ball joints. Ball joints, bearings and all nuts and bolts are replaceable 'off the
shelf' components making these arms easily serviceable.
- Durable powder coated finish.
- UCA accepts stock spring perch or rollerized perches. No need to
drill or weld and re-drill new mounting holes as these are compatible with stock, 1" drop or
1-3/4" drop holes.
- Includes CNC laser cut steel plate 'Shelby Drop' lowering template (#STUCALDJ6566 or #STUCALDJ6770 depending on year arms purchased).
- Shipped fully assembled with detailed instructions.
Applications:
- STUCA6566 fits 60-65 Comet, 64-65 Cyclone, 60-65 Falcon, 65-66
Mustang, 60-65 Ranchero,
- STUCA6773 fits 66-77 Comet, 67-73 Cougar, 66-71 Cyclone, 66-71
Fairlane, 66-70 Falcon, 70-77 Maverick, 68-71 Montego, 67-73 Mustang, 66-71
Ranchero, 68-71 Torino
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