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1968-74 Nova Upper Control Arms Drag Race #TLC-79


1968-74 Control Arms, Shafts, Bushings
1968-74 Nova Upper Control Arms Drag Race #TLC-79
Global West Suspension offers a lightweight low friction tubular upper control arm for 1968-74 Nova drag racing applications. The arms remove 8 pounds off the front end and improve the suspension geometry. Caster is built into the arms at the tune of 6 degrees, providing straight-line stability. Special cross shafts and low friction bushings are used also. The bushings allow the arm to move freely, thus providing a quicker front end response. This bushing does not allow deflection, so the alignment is maintained during extreme loads. The cross shaft, made out of 7075-t6 aluminum, features steel bushings located at the attaching bolts. This provides an area for the alignment shims to remain torqued and not wear on the shaft. Standard spindles or 2 inch dropped spindles can be used. New alignment specifications are provided for drag racing. Global West suspension also manufactures lower control arms for standard springs or coilover applications. The Global West Advantage: Reduced Bump Steer: With this set, bump steer is reduced through new geometry induced by the control arm. Bump steer is a condition that occurs as the front of the vehicle raises, the wheels turn on their own without driver input. This causes tire scrub and front end wander. Note: Currently the stock upper control arms change the toe approximately 3/8 of an inch per 1 inch of travel. TLC-79 drops the toe change down to 1/8 inch for the same amount of travel. Plus, TLC upper arms have 6 degrees of caster built into the arm. The stock arm usually tops out at 3 degrees with full shim packs. Geometry Change: One of the biggest problems most production cars have is not enough caster. Caster provides straight-line stability and reduces wander at high speeds. It is part of the front end self-aligning force. For this reason, caster is essential on drag cars. Unfortunately, there is never enough caster available using stock front-end components. Too many alignment shims are needed and possible camber problems can occur. TLC upper control arms are built with additional positive caster and setting camber is never a problem. Control Arm Shafts: All TLC upper control arms use billet aluminum cross-shafts. Steel sleeves are pressed in on each side of the shaft for protection. The sleeves isolate the aluminum shaft from alignment shims, frame bolts and nuts. This allows proper torque to be maintained on the cross-shaft. Without steel sleeves, alignment shims and upper shaft bolts would rest against the aluminum shaft and eventually work loose. Once the bolt works loose, alignment shims would fall out causing loose alignment. TLC Upper and Lower Control Arm Bushings: TLCs use Delrin type bushings machined specifically for our shafts and housings. Delrin, which is patented, is a hard plastic and can handle extreme loads associated with suspension components. It is long lasting and very durable. Grease fittings are installed in the control arms for lubricating the bushings. Synthetic grease is recommended. Bump Stops: Bump stops are installed on the upper control arms to stop ball joint over travel. This protects the upper ball joint from damage. Sometimes, if the front end travel needs to be limited, the bump stop may be removed and a limiter may be added in its place. Always check the suspension travel. Make sure the bump stop contacts the frame before the shock runs out of travel. Modifications to the suspension can change the distance required. For more information, watch the video above.

https://www.globalwest.netnova-1968-1969-1970-1971-1972-1973-1974-tubular-upper-control-arms-drag-race-global-west-suspension.html
$499.00
Drag race spec tubular upper control arms for 1968, 1969, 1970, 1971, 1972, 1973 and 1974 Nova and Chevy II. Made in the USA!
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Global West Suspension offers a lightweight low friction tubular upper control arm for 1968-74 Nova drag racing applications.

The arms remove 8 pounds off the front end and improve the suspension geometry. Caster is built into the arms at the tune of 6 degrees, providing straight-line stability. Special cross shafts and low friction bushings are used also. The bushings allow the arm to move freely, thus providing a quicker front end response. This bushing does not allow deflection, so the alignment is maintained during extreme loads.

The cross shaft, made out of 7075-t6 aluminum, features steel bushings located at the attaching bolts. This provides an area for the alignment shims to remain torqued and not wear on the shaft. Standard spindles or 2 inch dropped spindles can be used.

New alignment specifications are provided for drag racing. Global West suspension also manufactures lower control arms for standard springs or coilover applications.

The Global West Advantage:

Reduced Bump Steer:

With this set, bump steer is reduced through new geometry induced by the control arm. Bump steer is a condition that occurs as the front of the vehicle raises, the wheels turn on their own without driver input. This causes tire scrub and front end wander.

Note: Currently the stock upper control arms change the toe approximately 3/8 of an inch per 1 inch of travel. TLC-79 drops the toe change down to 1/8 inch for the same amount of travel. Plus, TLC upper arms have 6 degrees of caster built into the arm. The stock arm usually tops out at 3 degrees with full shim packs.

Geometry Change:

One of the biggest problems most production cars have is not enough caster. Caster provides straight-line stability and reduces wander at high speeds. It is part of the front end self-aligning force. For this reason, caster is essential on drag cars. Unfortunately, there is never enough caster available using stock front-end components. Too many alignment shims are needed and possible camber problems can occur. TLC upper control arms are built with additional positive caster and setting camber is never a problem.

Control Arm Shafts:

All TLC upper control arms use billet aluminum cross-shafts. Steel sleeves are pressed in on each side of the shaft for protection. The sleeves isolate the aluminum shaft from alignment shims, frame bolts and nuts. This allows proper torque to be maintained on the cross-shaft. Without steel sleeves, alignment shims and upper shaft bolts would rest against the aluminum shaft and eventually work loose. Once the bolt works loose, alignment shims would fall out causing loose alignment.

TLC Upper and Lower Control Arm Bushings:

TLCs use Delrin type bushings machined specifically for our shafts and housings. Delrin, which is patented, is a hard plastic and can handle extreme loads associated with suspension components. It is long lasting and very durable. Grease fittings are installed in the control arms for lubricating the bushings. Synthetic grease is recommended.

Bump Stops:

Bump stops are installed on the upper control arms to stop ball joint over travel. This protects the upper ball joint from damage. Sometimes, if the front end travel needs to be limited, the bump stop may be removed and a limiter may be added in its place. Always check the suspension travel. Make sure the bump stop contacts the frame before the shock runs out of travel. Modifications to the suspension can change the distance required.

For more information, watch the video above.

$499.00
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1968-74 Nova Upper Control Arms Drag Race #TLC-79
Item #:-TLC-79
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Product Description


Global West Suspension offers a lightweight low friction tubular upper control arm for 1968-74 Nova drag racing applications.

The arms remove 8 pounds off the front end and improve the suspension geometry. Caster is built into the arms at the tune of 6 degrees, providing straight-line stability. Special cross shafts and low friction bushings are used also. The bushings allow the arm to move freely, thus providing a quicker front end response. This bushing does not allow deflection, so the alignment is maintained during extreme loads.

The cross shaft, made out of 7075-t6 aluminum, features steel bushings located at the attaching bolts. This provides an area for the alignment shims to remain torqued and not wear on the shaft. Standard spindles or 2 inch dropped spindles can be used.

New alignment specifications are provided for drag racing. Global West suspension also manufactures lower control arms for standard springs or coilover applications.

The Global West Advantage:

Reduced Bump Steer:

With this set, bump steer is reduced through new geometry induced by the control arm. Bump steer is a condition that occurs as the front of the vehicle raises, the wheels turn on their own without driver input. This causes tire scrub and front end wander.

Note: Currently the stock upper control arms change the toe approximately 3/8 of an inch per 1 inch of travel. TLC-79 drops the toe change down to 1/8 inch for the same amount of travel. Plus, TLC upper arms have 6 degrees of caster built into the arm. The stock arm usually tops out at 3 degrees with full shim packs.

Geometry Change:

One of the biggest problems most production cars have is not enough caster. Caster provides straight-line stability and reduces wander at high speeds. It is part of the front end self-aligning force. For this reason, caster is essential on drag cars. Unfortunately, there is never enough caster available using stock front-end components. Too many alignment shims are needed and possible camber problems can occur. TLC upper control arms are built with additional positive caster and setting camber is never a problem.

Control Arm Shafts:

All TLC upper control arms use billet aluminum cross-shafts. Steel sleeves are pressed in on each side of the shaft for protection. The sleeves isolate the aluminum shaft from alignment shims, frame bolts and nuts. This allows proper torque to be maintained on the cross-shaft. Without steel sleeves, alignment shims and upper shaft bolts would rest against the aluminum shaft and eventually work loose. Once the bolt works loose, alignment shims would fall out causing loose alignment.

TLC Upper and Lower Control Arm Bushings:

TLCs use Delrin type bushings machined specifically for our shafts and housings. Delrin, which is patented, is a hard plastic and can handle extreme loads associated with suspension components. It is long lasting and very durable. Grease fittings are installed in the control arms for lubricating the bushings. Synthetic grease is recommended.

Bump Stops:

Bump stops are installed on the upper control arms to stop ball joint over travel. This protects the upper ball joint from damage. Sometimes, if the front end travel needs to be limited, the bump stop may be removed and a limiter may be added in its place. Always check the suspension travel. Make sure the bump stop contacts the frame before the shock runs out of travel. Modifications to the suspension can change the distance required.

For more information, watch the video above.



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