FoundersPerf

Replace those weak, factory stamped lower control arms with Founders Performance hevy duty tubular on car adjustable arms. These are a direct bolt-on replacement that minimize wheel hop, improve cornering, lowers ET's and greatly help your track consistency. Founders Performance control arms are constructed from U.S. made DOM steel tubing 1.250” OD x 0.095” wall, 1045 steel threaded tube adaptors (stronger than chrome-moly), completely CNC machined and fully pulse welded for outstanding strength. Founders control arms also feature easy adjustment using a super high strength 4340 alloy steel turnbuckle that has been heat treated to the same strength as most QA1, FK, or Aurora alloy steel rod ends for superior strength over any other brand turnbuckle on the market. Founders also doesn't cut the threads like our competition but we choose to roll our threads just like rod ends and high quality arp hardware.

Control Arm Features:

• 1.25” x 0.095” DOM Steel Tubing.
• 1045 Steel Threaded Tube Adaptor (stronger than chrome-moly).
• High Strength Chrome-Moly ¾” heat treated plated turnbuckle.
• High Frequency Pulse Welded Construction with Rosette Welds on the Bung Side for Extra Strength.
• CNC Machined bushings sleeves with Proper 12MM ID (not 1/2") for use with Factory Bolt.
• Standard Red or Black Powder Coating for a Great Looking Long Lasting Finish.
• Improves Responsiveness and Control.
• 3 Piece Poly-Joint Bushing Design
• MADE IN THE USA!
• 3 Piece Poly Joint Bushings

The control arm bushings found in the F-Body automobiles can have a significant impact on the vehicle’s ride, comfort, handling, acceleration, noise and vibration. When the car leans (i.e., rolls) in a turn, one side of the chassis moves upward relative to the rear axle, the other side moves downward, and the control arms must twist to allow for the axle to articulate. This causes the control arm bushings to bind. If this bind becomes excessive, it will raise the rear wheel rate and produce sudden, uncontrolled, undesirable changes in handling (e.g., snap oversteer).

Chevrolet minimizes this suspension bind by using compliant rubber bushings in both lower control arms. These relatively "soft" bushings help accommodate the necessary motion of the control arms during body roll. However, the rubber bushings do not provide much in the way of forward and aft support, which can cause wheel hop during hard acceleration and braking.

It has become common practice to replace the stock rubber control arm bushings with solid or two piece polyurethane bushings to resolve the shortcomings of the soft rubber bushings. Hard polyurethane bushings eliminate wheel hop, reduce axle deflection, and improve rear straight line grip. However, the downside of common aftermarket bushings such as delrin, steel, stiffer rubber, solid or two piece polyurethane bushings is they prevent the necessary movement of the control arms during body roll, which in turn produces significant binding in the suspension when the vehicle is cornering. The polyurethane bushings also place unnecessary high stresses on the torque boxes, which are the attachment points for the control arms to the chassis. Standard aftermarket control arms do not allow for rotation of the control arm during cornering because of the stiffness of the bushings.

The Solution:

We have designed and built a tubular lower control arm which will eliminate the unwanted uncontrolled control arm flex. Round tubing is harder to work with but has many other advantages over square or rectangular tubing. It is stronger in bending, torsion, and also lighter than square or rectangular tubing.

We then solved the shortcomings of the factory rubber and other aftermarket polyurethane and stiffer rubber bushings. This was accomplished this with our 3 piece Poly-Joint bushing combination. By spending countless hours looking and dissecting the geometry and the need of the rear suspension we come out with bind-free bushings set up. Our Poly-Joint bushing combination incorporates a very hard inner polyurethane ball which is surrounded by soft outer socket cups. This combination allows the bushing to articulate like a spherical bearing during cornering but the hard inner ball does not allow the bushing to deflect during acceleration giving you great traction during acceleration like solid bushings but remains bind free like a spherical bearing during cornering for great predictable traction in the corners.

The Testing:

We built a fixture which simulated a factory control arm mounting and tested how much force was needed to make the control arm articulate (twist) in those mounts and the results where astounding.

Poly-Joint Bushings:

5 degrees of total rotation = 26.1 foot/pounds of torque

7.5 degrees of total rotation = 35.8 foot/pounds of torque

10 degrees of total rotation = 41.7 foot/pounds of torque


Standard 2 piece setup using only 85 durometer bushings:

5 degrees of total rotation = 124.7 foot/pounds of torque

7.5 degrees of total rotation = 156.4 foot/pounds of torque

10 degrees of total rotation = not measurable with fixture. The 1/2" grade 8 bolt twisted in half at 9.2 degrees which was 210 foot/pounds of torque.

CharcoalBird

iTrader: (4)

Any thoughts on this new 3-piece poly joint? I really have no experience between this and any other bushing or joint. Seems to be the newest piece, but that doesn't mean it's always the best. Anyone compare this to delrin?

FoundersPerf

These should not be compared to a delrin joint with a metal ball. These are designed to be a street style control arm that will give you close to the same NVH feel of a factory arm with the benefits of polyurethane stiffer bushings. If you want to compare something to delrin you will want to look at these arms.

http://www.foundersperformance.com/p...mbination.html



I have found after 25 years in the suspension business that delrin doesn't work all that great. Companies use it because it is inexpensive and easy to machine. The problems with it is the load capacity isn't that great and tends to wear quickly compared to polyurethane or a polymeric bearing material. Most Offroad truck suspension companies are switching back to either stiffer polyurethane or the more expensive polymeric bearing material as they have found delrin to wear fast along with taking a set if over stressed causing either constant maintenance or replacement.