These arms are shipped with 3 degrees of positive caster dialed into the
adjustable heim bearings. More caster is achievable by threading in or out
the heim bearings. Track width can also be adjusted.
For our pivot we use a chromoly, heat treated heim bearing.
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.
Surprisingly this bearing doesn't increase harshness like you would think,
instead, it improves the ride quality by transmitting any road irregularities
into the shock and spring for those components to soak up the bumps.
This type of bearing not only offers 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 +5 degrees of caster.
As well as improving camber gain, a shorter UCA also increases tire clearance. By using the UCA
as short as possible and a
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 so your results may vary! 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
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
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
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
The images below represent our attention to detail and a
competitors lack of it. On the left is a FEA simulation we ran on our
control arms. It highlights peak loads in the tubes just short of the ball
joint plate. By adding the rear cross brace near the heim bearings we were
able to significantly increase the strength of our arms. The analysis
proved that we achieved a 3:1 safety factor, even when using inflated inputs of
a 4000lb car braking over 1G and cornering at 1.3G.
The image on the right shows a competitors bent arm.
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.
Now available with the 'Shelby Drop' built in!
Our standard shaft can be used in the original holes or in lowered holes. Standard shaft control arms will include our laser cut steel Shelby Drop jig for you to drill the lowered holes if you choose. Don't want to drill holes but want the benefits of the Shelby Drop? Easy, select 'dropped shafts' from our options list and we'll delete the drill jig and swap out the shaft for one with the drop built in! All our shafts are CNC machined from 4140 chromoly and then plated to not only be strong but look great!
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.
- .156 Wall seamless tubing.
- TIG welded construction.
- Shipped with the front bearing 3 turns further out than the rear.
This adds approx. +3 degrees of positive caster to the spindle when installed before having to shim
the front bolt or shorten the strut rod. More or less is easily possible
by simply adjusting the bearings in or out.
- 4140 Chromoly cross shafts. Select, 'standard' if you want to use the stock holes or drill holes with the included Shelby drop template. Or, choose, 'dropped' if you want the Shelby drop without having to drill holes.
- Moog ball joints, bearings and all nuts and bolts are replaceable 'off the
shelf' components making these arms easily serviceable.
- Durable powder coated high gloss black 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.
- Standard shaft option will include a CNC laser cut steel plate 'Shelby Drop' lowering template (#STUCALDJ6566 or #STUCALDJ6770 depending on year arms purchased).
- Sold as a pair and shipped fully assembled with detailed installation and
- 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