Quote:
Originally Posted by bob george
Chrysler sent out a service bullitin to all dealers on the suspension modifications.There were no parts just instructions as how to lengthen the upper control arms and the angle to gain positive caster.It was also mentioned to bend the idler arm and pitman arm down.  |
Jim, Bob
I've heard both scenarios. Bob, have you seen one of those bulletin's, do you have one or have access to one?. Please pm me if you don't want to put the answer up publically.
I know my current LO didn't have any of those mods & it had all the original OEM Hurst installed parts on it including the 4 piston 4 1/2" Kelsey Hayes disc assemblies. It was the most evil handling Mopar I have EVER owned because of the dropped K member & the resulting bump steer. I decided to check out what made this thing such a hell ride to drive. Backed off the torsion bars & did a toe check from full compression to full extension. I couldn't believe it!!!!. Just short of 1" of bump steer. AND, the tires weren't changing @ the same rate as per C/L of the car.
Since I street drive this car quite a bit, I needed to fix this situation, or someone was going to get hurt & one very shiney Dart was going to get bent up.
Here's what I did to take the ride from hell into one of the best handling mopars I've owned. It now has less than 1/8" bump steer through it's entire suspension travel, has less than 1/2* of camber change, & 5* of caster.
All the original parts removed were put into boxes & safely stored for the next owner/s
Lower control arms remain stock with poly bushings, center link/ inner tie rod heights were leveled by shimming the steering box & idler arm. The forward strut bars were replaced with a solid front mount & heim ends so the lower ball joints don't move fore or aft, specially on a hard brake application.
(Note the nice bodywork/ valve cover clearancing Hurst did for engine fitment via 5 lb ball peen)
Brake assemblies were replaced with Willwoods because they're more reliable than parts that are 45 years old
The tie rod assemblies were replaced with DOM tubing & heim ends. This allows me to raise or lower the rod end heights with shims so the arc of travel is the same as the spindle
The adjustable upper control arms are essentually doing what Chrysler told the racers to do. Lengthen it, but with the added advantage of placing the upper ball joint just about anywhere you want it to be. ie-camber & caster.
liteweight