Chevy Camaro Suspension Bushings - Super Chevy Magazine

So it's the little things that matter most, huh? Whether it's true or not, I'm unsure. But when it comes to suspension, there is certainly a case to be made. It's a common misconception that all one needs are new shocks, sway bars, a Panhard bar, and so on, and their car is ready to take the high seas straight to the track. This is where the problem lies, however. All those components do work, and drastically improve handling by stabilizing unwanted suspension movement. Whether it's made to stabilize lateral, forward, or an up-and-down motion, aftermarket suspension components are made to keep the car tight and straight. Although the new suspension parts are doing just that, the bushings in those parts might not be.

Factory OEM bushings are designed for highway cruising, not dipping into a corner at accelerated speeds or taking on loads of torque. Because of this, the bushings crush under pressure, which decreases handling and performance. Even though the new suspension parts are doing exactly what they are designed to do, the rubber bushings can't quite keep up with the demands of the car, and you suffer. Many suspension companies sell their products (considering these products require bushings) with polyurethane bushings already installed to fix the problem. But when it comes to control arm bushings, motor mounts, torque arm mounts, and parts you don't plan on replacing, the only way to compensate is to install the polyurethane bushings yourself.

Energy Suspension in San Clemente, California, has the cure for the inadequate rubber bushings. Throughout its two decades of polyurethane bushing development, HYPER-FLEX technology has been applied to nearly all aspects of the Chevy market. What exactly is HYPER-FLEX? Its Energy Suspension's technically advanced chemical formulation performance polyurethane that has been granted nine U.S. patents. The HYPER-FLEX polyurethane product is much more durable, performance-oriented, and longer lasting than rubber components used on cars, trucks, SUVs, and the like. The bushings can also withstand oils, atmospheric conditions such as ozone, smog, road salt, chemicals, and other contaminants that can destroy and breakdown rubber bushings over time.

HYPER-FLEX bushings are also designed for each specific application. Because some parts need to be stiffer and some softer, Energy designs each bushing with the correct durometer, which is firmness or softness. From front to back, Energy has designed a bushing to replace the OEM rubber bushings on just about all Chevy cars and trucks. Whether it's a control arm bushing, a trailing arm, a Panhard bar, an end link, a leaf-spring pad, or a body mount. If there's an OEM bushing, there's a good chance Energy has one, as well.

An Energy HYPER-FLEX master set is made up of front and rear control arm bushings, front and rear sway bar bushings, front and rear end link set, torque arm mount, rear Panhard bar bushings, and tie rod end boots. Other parts such as motor mounts, torque arm bushings, leaf-spring pads, and more can be ordered separately.
An Energy HYPER-FLEX master set is made up of front and rear control arm bushings, front a
Never judge a job by its parts size, because there's no if, ands, or buts that rebuilding your frontend is a big job. Even though the parts are small, the job itself requires the frontend to be completely stripped down. On this '95 Camaro, both the upper and lower control arms were removed, along with the coilover setup and the spindle brake setup. At Energy Suspension's install center, Bill used this puller to pry the spindles firm grip from the ball joints on the arms.
Never judge a job by its parts size, because there's no if, ands, or buts that rebuilding
With the arms freed up, the rest of the suspension was removed

To get an in-depth look and feel for the Energy HYPER-FLEX polyurethane touch, we took a Fourth-Gen Camaro down to the facility in San Clemente. The Camaro is already outfitted with new sway bars, a torque arm, shocks, coilovers, a Panhard bar, and trailing arms that all have polyurethane bushings installed. For that reason, we're not going to replace the existing polyurethane bushings with new ones; keep in mind, though, that Energy does have bushings available that will replace those applications. Although a good majority of the suspension components do have polyurethane, one major aspect still riding on OEM rubber is the front control arms.

The Energy HYPER-FLEX bushings for control arms are designed to drastically improve handling, sharpen steering response and overall vehicle control. All of Energy's control arm bushings are full-floating and non-binding. This aspect is especially important in terms of lowered vehicles that have altered suspension geometry. The Energy bushings help keep your vehicle aligned because lowered vehicles place more stress and suspension load on the vehicle that the softer rubber bushings can't accommodate. In the case of Energy's bushings, the durometer of the polyurethane counteracts the stress of a lowered vehicle and keeps the suspension more upright and aligned.

In the rear of the car, the polyurethane bushings are designed to help control wheelhop, reduce shudder during braking, and increase cornering control, too. Essentially, all of the Energy Suspension HYPER-FLEX bushings act the same way. They're designed to pick up where the OEM rubber let off, and take the performance and durability aspect to the next level. In a case where metal is used with the bushings, such as a motor mount, the metal is zinc-plated for long-lasting life.

One might still think, how big of a difference can a polyurethane bushing make over a rubber bushing? Well, here's my story. When I pulled up to Energy my car was LOW, I mean low as in the wheel tucked up in the wheelwell at all times. I knew the frontend would be apart, and this would be the perfect time to raise up my coilovers 3/4 of an inch, which would have set the wheelwell right at the top of the tire. After the install was finished and the car was raised 3/4 inch, I pulled off the lift to find that my wheelwells were now nearly an inch above the tires.

The new bushings were so stiff that my car no longer sagged to the ground, and that was only my initial visual impression. Once I got in and drove off, it took no more than 200 feet to feel the difference. When I pulled out of the driveway, I could immediately tell the suspension was tight and much more performance-oriented. That thought was only amplified when I nailed it and dove into a hard turn. No joke, it was as if I took a bite out of an orange and then turned around and ate a banana. It was that different, and all for the better.

With the suspension torn apart, we began the process of removing the old control arm bushings. Bill started with the upper control arm. The arm is bolted to a mounting bracket, and in order to remove the bushings, the arm needs to be removed from the bracket.
With the suspension torn apart, we began the process of removing the old control arm bushi
With the upper control arm out in the open, it was pretty clear that these bushings were beyond shot. How can you tell? For one thing, notice how the bushing is completely cracked, and secondly, the bushing sleeve has about a 1/8-inch gap between the actual bushing when a minimal amount of pressure is applied. Yeah, that's not supposed to be like that. Bushings are designed to act as a cushion and isolate any metal-to-metal contact revolving around the control arms, not just sit there. From this picture you can see that by taking a simple screwdriver and just barely applying some pressure, the bushing completely crushes.
With the upper control arm out in the open, it was pretty clear that these bushings were b
On the bottom arm, things were no different. Not only was this bushing shot, but nearly half of the bushing rubber was M.I.A. Check it out: you can actually see the light of day right where the tip of the orange arrow is because the bushings has rotted away. I think I know where that knock was coming from whenever I hit a bump or hole in the road.
On the bottom arm, things were no different. Not only was this bushing shot, but nearly ha

On the bottom arm, things were no different. Not only was this bushing shot, but nearly half of the bushing rubber was M.I.A. Check it out: you can actually see the light of day right where the tip of the orange arrow is because the bushings has rotted away. I think I know where that knock was coming from whenever I hit a bump or hole in the road.
On the bottom arm, things were no different. Not only was this bushing shot, but nearly ha
When the inner metal sleeves are pressed in glue is applied to the outside of the sleeve to help it remain in the bushings. By heating up the inside of the sleeve it burns off the glue. When smoke starts billowing out of the sleeve it means the glue is burning off and its time to remove the sleeve by prying it from the bushing with a screwdriver.
When the inner metal sleeves are pressed in glue is applied to the outside of the sleeve t
As for the bushing still left in the arms, spray some WD-40 around the area and push the bushing out with a screwdriver.
As for the bushing still left in the arms, spray some WD-40 around the area and push the b

Along with the bushings being shot, every single dust cap was also shot. The OEM bushings are made up of a metal base with a rubber cap at the end. Along the upper rim of the metal base, the bushings were slashed open. Energy makes polyurethane replacement dust caps along with new bushings.
Along with the bushings being shot, every single dust cap was also shot. The OEM bushings
With all the bushings out, Bill used a wire brush to clean any out-of-control arm buildup in the housings.
With all the bushings out, Bill used a wire brush to clean any out-of-control arm buildup
One key aspect to running polyurethane bushings is that they need to be greased. Unlike rubber bushings, the Energy polyurethane bushings will sound like you have a squawking parrot under your ride if not properly greased. Energy supplies you with their Formula 5 Prelube, a special type of lubricant that is long-lasting, waterproof, and keeps the squeaks away. Before the bushings were put in, the control arm housings were lubed up.
One key aspect to running polyurethane bushings is that they need to be greased. Unlike ru

Along with the housing being lubed the new Energy Suspension bushings are lubed, as well.
Once the bushings are slid into place, the OEM inner sleeve is pressed in using a hand press. Just like the OEM application, the inner sleeve locks the bushings in place.
Once the bushings are slid into place, the OEM inner sleeve is pressed in using a hand pre
With the new Energy polyurethane bushings installed, the control arm was bolted back up to its mounting bracket and installed in the car.
With the new Energy polyurethane bushings installed, the control arm was bolted back up to

When installing the new bushings in the lower control arm, there is an outer sleeve that needs to be pressed in.
When installing the new bushings in the lower control arm, there is an outer sleeve that n
Unlike the upper control arms, the lower bushings don't utilize the OEM outer sleeve. Once the sleeve is pressed out, the bushings can be lubed, installed, and the OEM inner sleeve can lock everything in place.
Unlike the upper control arms, the lower bushings don't utilize the OEM outer sleeve. Once
Since all we set out to do was rebuild the front end, the install is now complete,. All that's left to do is start putting the frontend back together and take the car to the alignment shop.
Since all we set out to do was rebuild the front end, the install is now complete,. All th