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Global West Camaro Suspension - Shorten The Motions

With Trick Tubular Upper A-Arms For Fourth-Gen Camaros

Seth Millhollin Jul 1, 2001
Sucp_0107_01_z Global_west_camaro_suspension Rear_wheel 2/29

To begin the swap the first thing we did was safely lift up the car and install heavy-duty jackstands under the frame rails. Then, the wheels came off to allow access to the front suspension system.

These specs are possible because of the use of the upper A-arms. They have been tried and tested by the R&D of Global West and will ultimately define the handling capabilities that you are looking for. The "racing" specs are just a starting point and may need slight adjustments depending on track conditions and configurations.

No model from Chevrolet has symbolized the theme of overall performance longer than the Camaro. For almost 35 years, the popular F-Body has attracted thousands of diehard Chevy enthusiasts, and for good reason. The car was designed as a hot rod from the start, and the aftermarket has gone to great strides to expand on that platform. We believe this fact is true and have brought back a former SUPER CHEVY project to outfit it with a new handling product that no F-Body should go with out. We're talking about trick tubular upper A-arms from Global West.

These new suspension components are a must for enthusiasts who enjoy bringing out the utmost in performance from their rides. Whether you are the type who enjoys carving up a few corners, or prefers burning down the quarter mile, this component provides a definite-and noticeable-improvement.

Sucp_0107_02_z Global_west_camaro_suspension Tubular_a_arms 3/29

Tubular A-arms from Global West not only look trick, they also provide a better design for those of us who like to get the most from our Fourth-Gen Camaros.

Camaros were-and still are-a solidly built machine from the factory, but everything has room for improvement. What these A-arms are designed to do is help provide the driver with a feeling of direct connection between the car and the road-a feeling that most drivers crave. They add that extra bit of handling and control that these cars should have had from the factory.

Global West has designed a simple, yet effective, component for the front suspension that is shorter than a stock part, and that's exactly the reason it works. The shorter tubular arm corrects the small problems with the frontend geometry, which includes the ability to have more negative camber, and slows down (but does not eliminate) the gain of positive camber. It also increases positive caster. What this means in terms of seat-of-the-pants feel is a dramatic increase in straight-line stability and better corner entry.

The well-built arms were designed to be teamed with the stock lower arm, which is strong enough to handle virtually any kind of punishment that can be thrown at it. Global West does offer a solution to those stock rubber bushings, and their inherent soft feel: a special kit (PN SP-7) consisting of spherical bearings that press into the stock location of the rubber bushings-again, simple and effective. The bearings are designed for low friction and zero deflection, which greatly improves overall performance of the car's frontend.

Let's not forget to mention about the bushings in the upper arms. They are Global West's Del-A-Lum bushing, which has proven to work effectively in helping the car's suspension to do its job in both on-, and off-road conditions. The Del-A-Lums freely rotate on a six-point contact surface, which helps eliminate all drag as the arms move through their arch. The easier the frontend is allowed to move, the better the car is going to handle. And as far as most Camaro enthusiasts are concerned, that's what's most important.

Sucp_0107_06_z Global_west_camaro_suspension Lower_shock 7/29

Removing the lower shock mount nuts and bolts is next up. With the shock disconnected from the lower A-arm, the spindle/disc brake/A-arm/tie rod assembly can be pulled back out of the way, leaving room for the shock/upper A-arm to be removed.

Global West's commitment to designing and building excellent products doesn't stop with simply giving their customers a quality performance part. They also provide the end user with the proper alignment specs to help them realize the full benefit of the new A-arms. These specs offer the basic enthusiast with a setup which will give them a response they'll be able to feel.

Street Performance:
Driver Side
Passenger side
Caster 4 degrees positive
Caster 4 1/2 degrees positive
Camber 1/2 to 3/4 degrees negative
Camber 1/2 to 3/4 degrees negative
Toe-in 3/32 total

Driver Side
Passenger side
Caster 5 1/2 degrees positive
Caster 5 1/2 degrees positive
Camber 1 1/2 to 1 3/4 degrees negative Camber 1 1/2 to 1 3/4 degrees negative
Toe-in 1/32

But before the shock assembly can be taken out, there are bolts holding the unit in place from the top of the tower under the hood. To get at them, the brake master cylinder must be unbolted and moved out of the way.

Two Torx-head bolts and two nuts must be removed in order to allow the shock/upper A-arm to be taken out.

Once all of the fasteners are out, the whole assembly is easy to remove.

Sucp_0107_39_z Global_west_camaro_suspension Installation_complete 17/29

This is how the completed installation looked. Although it looks trick, the most important reason to consider the Global West tubular A-arms is for their performance enhancement. With greater adjustability (see sidebar), your late-model Camaro will hug those tight corners like never before.

You'll need to install the factory-style ball joints into the new A-arms. Since the Global West arms don't come with ball joints already installed, you have two choices: buy new ones or use an air chisel and knock off the factory rivets and reuse the old ones. We opted to go the new route.

With the grease fittings pointing down (in relation to the assembly being mounted in the car), the new tubular A-arm was installed into the factory upper mount. An alignment tool made the job a little easier.

Tightening the bolts required a pair of hands. It's important not to tighten the bolts so tight that you impede the arm's movement. Since the nuts are self-locking, you only need to snug them in place.

Installation is the opposite of the removal process. Before everything is tightened back in place, however, be sure that the correct A-arm for the side you're working on is in place. Note the position of the left arm, here.

It's important to make sure that you grease the pivot points. Nothing will wear out parts quicker than the lack of lubrication.

Pushing the new ball joint stud into the spindle required only a slight bit of effort. Once tightened, it was important to put a new cotter pin in place.



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