Wow nice set up. Mine is just a conventional stamped control arm with a control arm shaft. What you would find on a stock g body. I believe the shafts can be flipped. This is what i was asking. I guess i will just try it and see what happens.
Positive camber issue
- Thread starter Baker7888
- Start date
I thought you had UMI upper control arms. I misread your original post.
I do not know about those upper shafts. If it was a misplace sticker, I'd be suspicious too but wheel side casted in. I believe it's installed correctly.
Is everything else stock? Why are the bushings sticking out?
I do not know about those upper shafts. If it was a misplace sticker, I'd be suspicious too but wheel side casted in. I believe it's installed correctly.
Is everything else stock? Why are the bushings sticking out?
Yes, stock. The bushings - that is how they are on stock a arms. Just gonna flip the shafts and see what happens. To my
Belief they are offset for this very reason. To avoid using a huge stack of shims. Just gonna send it. Thanks
Those shafts were origianlly sold for cars that had frame sag or collision damage. By design, they were offset to provide more camber without running out of stud. Flip them around.
Rockauto does not seem to carry the Moog 'Problem Solver' control arm shafts as of this morning. Ignore the middle of the shaft in the photo - look closely at the ends where the shaft offsets just before going into the bushing. This is what you want to pull the upper arms inboard, offering more option space for negative camber.
The goal here is when the control arms pivot upwards, this revised geometry somewhat corrects for the shorter upper arm tipping the top of the wheel outwards. A further solution is to use a taller upper ball joint so that the upper arm is already pivoted upwards at normal stance, so when everything shifts upward, the upper arm end is already moving inwards ahead of the motion of the longer lower control arm. Now, the GM geometry does not roll the tire over on the sidewall as much under heavy cornering.
The goal here is when the control arms pivot upwards, this revised geometry somewhat corrects for the shorter upper arm tipping the top of the wheel outwards. A further solution is to use a taller upper ball joint so that the upper arm is already pivoted upwards at normal stance, so when everything shifts upward, the upper arm end is already moving inwards ahead of the motion of the longer lower control arm. Now, the GM geometry does not roll the tire over on the sidewall as much under heavy cornering.
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