Originally Posted by NachoRT74
Originally Posted by DaveRS23
I have used the taller spindles AND the offset bushings together on many builds and there was never a problem with the alignment. But stock spindles and stock UCA bushings often will not come in.


Talking about this!

Locally all mopars have REALLY bad reputation about front end weakness and aligment troubles. So bad, that ppl tends to remove the stock K frame and modify everything needed to install CHEBBY subframes down stock frame rails ( usually 70s Novas &/or small Malibus on A bodies at least )

Some ppl however use to cut the UCA and elongate them by an inch or so get them outer just right an offset bushing.

Some ppl have changed the LCA bushing using brass pieces or even BEARINGS on them due premature failures. I have thing this deal is related to oil leaks on engine which damages the rubber &/or tighten up the LCA pivot nut before set the ride height, breaking the bushing out when seting the ride height after tight the nut.

Whatever, the question on this is, if have somebody found some problem on frame rails being bent or twisted after all these years causing the aligment issues being the UCA attached to frame rail? Meaning this due the offset bushing existance and now you mention having a similar problem.

Need to say locally Mopars have allways abused after all these years. And has being like that since ever!

Once again sorry the highjack, but since has being floated out somehow, maybe is time to ask


Wow, but I'm not surprised.

The mopar design of the muscle car era has always had limitations on caster/camber changes. Other than that. it actually has very good geometry. The frame, upper control arm, alignment angles, and geometry curves are all interrelated. But, a tweak any one of this combination and it will impact all the others. The lack of adjustment range combined with the interdependancy of all the parts could lead some people to thinking that similar year chevy design could be better (geometrically, it isn't, it just has a broader range of adjustment). Ironically, for all the work of swapping in a chevy stub, you could easily to a fraction of the work to add adjustment range to the mopar set up. Most aftermarket upper arms already provide more range. Offset bushing add range. If you really want chevy style range, convert the upper arms to mount on studs and use a chevy upper arm. Add two holes for studs, ream the spindle for the chevy ball joint and a pack of shims and you have a significantly broader range of adjustment. That is much easier than swapping an entire front stub.