The pieces in this photo include an upper bushing kit along with a billet cross shaft for a ’68-’74 Nova or ’67-69 Camaro.  Installation is pretty much a breeze – The aluminum outer bushings are pressed into place, followed by the Del-A-Lum insert (which is installed by hand). Once slipped in, the cross shaft is then drilled to accept a safety cotter key to ensure that the nut doesn't back out.  By the way, Global West suggests the use of water resistant synthetic grease as the lubricant for the bushings (note the supplied grease fittings).

Before looking closely at the actual bushings, let's examine the word "deflection" for one minute:  Deflection is a pretty important term.  And it's one that can plague many bushing types.  According to Global West:  "Deflection occurs when the bushing material distorts under loads generated during cornering, accelerating and braking.  The greater these loads are, the more conventional bushings tend to deflect.  This bushing deflection allows the alignment settings to change as the car is driven.  Constant changes in alignment setting cause the suspension to steer the car independently of the input from the steering wheel."

Consider Global West's definition of deflection-- it's easy to see how it can have a negative effect upon any racecar.  In the case of a drag car, if the front end is moving around and deflecting under load, you know that energy is being wasted.  Couple the lack of deflection with the lack of stiction and you can see that these bushings literally beg to be used in the nose of any drag race door car.

When you break down the entire bushing (the whole system can be disassembled and is completely serviceable), you can see that the outer aluminum bushing housing is machined so that it accepts a grease fitting.  Internally, the aluminum has a machined spiral pathway that allows grease to pass through the entire housing.  In turn, the Del-A-Lum insert is radially drilled for the same purpose and also incorporates a machined step in the center (again, an effort to totally distribute grease).  The Del-A-Lum insert is an interference fit in the anodized aluminum housing (you don't need a press or a hammer to install the insert -- it just takes a bit or effort by hand to slip it into place). How tough are these bushings?  According to Global West, they typically last 130,000 miles on a street driven car.  That's a bunch of trips down the quarter mile (and yes, they actually have a warranty).  Finally, there are no squeaks or squawks from these bushings (certain after market bushings dry out, then begin to seize, hence the noise).

On the lower control arm, the installation is much the same, except you have to use a reinforcement plate to support the control arm during installation (supplied by Global West for the installation). One thing to keep in mind is the orientation of the grease fitting.  You have to be able to access it once the installation is complete!  Just keep an eye on the fitting location while pressing it into place.

Installation depends upon the application.  Vintage Corvette pieces are perhaps the most difficult to work with, simply because there's a bit of simple fabrication involved.  The most difficult part of the installation is the modification of the upper and lower control arm shaft so that it can accept the Del-A-Lum bushings.  Basically, the outer ends of the shaft have special end stud links added, and then the end studs are welded to the control arm shaft for added security.  These "stud links" replace the conventional cap screws that hold the OEM bushings in place.  Bolts cannot be used in place of the stud links when the Del-A-Lum bushings are used.  Why not?  Simple.  They don't maintain the proper pre-load, and according to Global West, they will back out.  At this point, a hole is drilled in the stud links so that a cotter key can be used to ensure that the nut will never back out.  Now the shaft and control arm are ready to accept the Del-A-Lum bushing.  The aluminum bushing housings are pressed into the control arms with a conventional press.  The lower control arm for the Corvette application is similar, but a set of reinforcement plates is added to the control arm over the bushing area.  This isn't a big job, but it does require a small amount of welding.  Some of the hardware is different (in terms of size) when compared to the upper control arm, but the balance of the installation process is the same.  As you can see, none of the fabrication required is over the head of any good racer.  As for other applications, most, such as the Camaro models shown are a press-in replacement.

It should be no secret that I'm pretty high on these bushings.  This is for good reason:  They work without stiction.  The deflection properties are zero.  They have, in a drag race application, an unlimited life span.  The bushings are serviceable in the field if necessary.  The installation doesn't require massive amounts of fabrication.  The costs are reasonable.  And the pieces are well proven and readily available.  Try a set.  I have a hunch you'll be pleasantly surprised with the results.

Sonny Leonard's EFI Semi-Hemi [6-23-05] 815ci, 1760hp and No Carbs Saving the juice [6-8-05] The Ring's the Thing [6-8-05] The Sainty BTV Top Fuel Motor [6-8-05]