They’re the stock design, so as long as the thickness of the metal is decent I would say they should perform just as stock.
That said, I think they come with standard bushings so I would add a set of Moog 4103 offset bushings to the price. As far as I know they’re stock, so, same lack of caster adjustment as well. And the arm itself can interfere if you go to wide rims with a bunch of offset like the 18x9’s I run.
But if you’re planning on running 15” rims and fairly stock suspension, they should be fine.
Exactly! That’s a CAP UCA with their standard super cold, no-penetration weld. Some were fine, some were like that. Quality control and welding at CAP just flat out sucked.
These pics are scaring the crap out of me, anybody have experience with the CPP brand. if you look close at the picture you can see I put a lower control arm bump stop on the upper. that little round one didn't hit the tube. Right about know Im wishing I went with QA1....
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I don’t personally have any experience with the CPP UCA’s. They look to have a similar design as the magnumforce UCA’s I ran on my Duster, which worked just fine.
With that style you do have to make sure the tubes of the UCA don’t hit the inner part of the UCA mount, I had to trim part of the flange on the mount so mine didn’t interfere but that’s pretty common.
The thing that I do when I install new parts like that is hook up everything but the shock, and leave the torsion bar adjusting bolt and plate out. That way you can lift/move the suspension through its whole range of travel, both up and down from bump stop to bump stop as well as through the entire steering range. Which should tell you if you get any interference anywhere.
The QA1 UCA’s are nice because they work with the stock bump stop, but that doesn’t mean you don’t need to check them for interference. And it doesn’t mean other UCA’s don’t work fine, you just have to make sure you have a bumpstop in there somewhere that contacts the UCA. On my car I changed out both the upper and lower bump stops, the lower is super thin to account for lowering the car, and the upper is relocated to contact my SPC UCA’s. It’s also taller than stock, again to account for the car being lowered.
Part of the process of using aftermarket or custom components is checking to make sure that everything works as intended, and there’s no issues like interference or unwanted changes to the range of travel.