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Drag Race Track-Pro Kit Part #TPK-7888


Control arms, Bushings, Shafts
Drag Race Track-Pro Kit Part #TPK-7888
Track-Pro Kits for drag racing Specifically designed for drag racing Global West offers tubular upper and lower control arm a with low friction bushings that allow the front end to respond quickly. The upper control arms also have built in more positive caster. These particular units have 6 degrees built in. Caster as you probably already know provides straight-line stability. G-body, Chevelle, Grand National, Regal and others from 1978-88 generally where set up with 3 1/2 degrees of caster using stock components. If you use offset upper control arm shafts in your stock arm you can crank up the positive caster however you most likely will not get camber set to optimum. Remember itís not just getting enough caster, the trick is also getting proper camber at the same time. The lower control arms are designed to support a standard shock and spring combination. In many cases keeping the stock shock and spring configuration gives you more travel for lift then a coilover. The advantage using a coilover is adjustable ride height and easy spring change, however the down side is that if the car requires a lot of lift, a coilover can restrict the travel. I think the decision to going to a coilover should be based on how good the rear end is working. Many times people will buy front end parts for a rear end problem. So what is the answer? It is simple, If you have to tie the front end down to get the car to perform properly, then you can get away with a coilover because you do not need the upward travel. If you need every inch of movement you can get in the front end to make the rear end hook, then you should stay with the stock spring and shock combination. The lower arm bushings are made from a low friction plastic. When bolted on to the car, the arm should fall to the ground. The bushing even though the arm moves freely will still stop fore or aft deflection. This is a great improvement over stock or polyurethane bushings. Straight Ėline stability is improved automatically. Letís talk about weight. The lower arms are a trade off from stock. We are more concerned with safety then weight. The lower arm needs to withstand a tremendous load, especially wheel standers. The upper arms are considered followers and are made out of 4130. They do not hold the car up. The cross shafts are made out of aluminum. You will save 8 pounds over the stock units. All of the savings will be in the upper arms. In conclusion: The upper arms will provide superior geometry, more caster, low friction upper bushings and weight savings. The lower arms provide strength and low friction bushings. The combination will allow the front end to snap up rapidly and do to the design will also not deflect. The front end will hold an alignment and be stable. New alignment specifications are included in the kit. Note: A trick when aligning a drag car is to lift the front end up 3/4 inch when setting the alignment. The alignment specifications we are going to call out for is caster 5 1/2 degrees positive, camber zero, and the toe set to toe in 1/32 per side measure during deflection. The car is raised 1 inch.
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$1,034.55
Drag Race Track-Pro Kit
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Track-Pro Kits for drag racing

Specifically designed for drag racing Global West offers tubular upper and lower control arm a with low friction bushings that allow the front end to respond quickly. The upper control arms also have built in more positive caster. These particular units have 6 degrees built in. Caster as you probably already know provides straight-line stability. G-body, Chevelle, Grand National, Regal and others from 1978-88 generally where set up with 3 1/2 degrees of caster using stock components. If you use offset upper control arm shafts in your stock arm you can crank up the positive caster however you most likely will not get camber set to optimum. Remember itís not just getting enough caster, the trick is also getting proper camber at the same time.

The lower control arms are designed to support a standard shock and spring combination. In many cases keeping the stock shock and spring configuration gives you more travel for lift then a coilover. The advantage using a coilover is adjustable ride height and easy spring change, however the down side is that if the car requires a lot of lift, a coilover can restrict the travel. I think the decision to going to a coilover should be based on how good the rear end is working. Many times people will buy front end parts for a rear end problem. So what is the answer? It is simple, If you have to tie the front end down to get the car to perform properly, then you can get away with a coilover because you do not need the upward travel. If you need every inch of movement you can get in the front end to make the rear end hook, then you should stay with the stock spring and shock combination.

The lower arm bushings are made from a low friction plastic. When bolted on to the car, the arm should fall to the ground. The bushing even though the arm moves freely will still stop fore or aft deflection. This is a great improvement over stock or polyurethane bushings. Straight Ėline stability is improved automatically.

Letís talk about weight. The lower arms are a trade off from stock. We are more concerned with safety then weight. The lower arm needs to withstand a tremendous load, especially wheel standers. The upper arms are considered followers and are made out of 4130. They do not hold the car up. The cross shafts are made out of aluminum. You will save 8 pounds over the stock units. All of the savings will be in the upper arms.

In conclusion: The upper arms will provide superior geometry, more caster, low friction upper bushings and weight savings. The lower arms provide strength and low friction bushings. The combination will allow the front end to snap up rapidly and do to the design will also not deflect. The front end will hold an alignment and be stable. New alignment specifications are included in the kit. Note: A trick when aligning a drag car is to lift the front end up 3/4 inch when setting the alignment.

The alignment specifications we are going to call out for is caster 5 1/2 degrees positive, camber zero, and the toe set to toe in 1/32 per side measure during deflection. The car is raised 1 inch.
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Drag Race Track-Pro Kit Part #TPK-7888
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Product Description
Track-Pro Kits for drag racing

Specifically designed for drag racing Global West offers tubular upper and lower control arm a with low friction bushings that allow the front end to respond quickly. The upper control arms also have built in more positive caster. These particular units have 6 degrees built in. Caster as you probably already know provides straight-line stability. G-body, Chevelle, Grand National, Regal and others from 1978-88 generally where set up with 3 1/2 degrees of caster using stock components. If you use offset upper control arm shafts in your stock arm you can crank up the positive caster however you most likely will not get camber set to optimum. Remember itís not just getting enough caster, the trick is also getting proper camber at the same time.

The lower control arms are designed to support a standard shock and spring combination. In many cases keeping the stock shock and spring configuration gives you more travel for lift then a coilover. The advantage using a coilover is adjustable ride height and easy spring change, however the down side is that if the car requires a lot of lift, a coilover can restrict the travel. I think the decision to going to a coilover should be based on how good the rear end is working. Many times people will buy front end parts for a rear end problem. So what is the answer? It is simple, If you have to tie the front end down to get the car to perform properly, then you can get away with a coilover because you do not need the upward travel. If you need every inch of movement you can get in the front end to make the rear end hook, then you should stay with the stock spring and shock combination.

The lower arm bushings are made from a low friction plastic. When bolted on to the car, the arm should fall to the ground. The bushing even though the arm moves freely will still stop fore or aft deflection. This is a great improvement over stock or polyurethane bushings. Straight Ėline stability is improved automatically.

Letís talk about weight. The lower arms are a trade off from stock. We are more concerned with safety then weight. The lower arm needs to withstand a tremendous load, especially wheel standers. The upper arms are considered followers and are made out of 4130. They do not hold the car up. The cross shafts are made out of aluminum. You will save 8 pounds over the stock units. All of the savings will be in the upper arms.

In conclusion: The upper arms will provide superior geometry, more caster, low friction upper bushings and weight savings. The lower arms provide strength and low friction bushings. The combination will allow the front end to snap up rapidly and do to the design will also not deflect. The front end will hold an alignment and be stable. New alignment specifications are included in the kit. Note: A trick when aligning a drag car is to lift the front end up 3/4 inch when setting the alignment.

The alignment specifications we are going to call out for is caster 5 1/2 degrees positive, camber zero, and the toe set to toe in 1/32 per side measure during deflection. The car is raised 1 inch.
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