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dsraven · 01-14-2020, 05:19 PM

the pic in the earlier post of my 57 GMC is using the stock aluminum wheels from an S10 4x4 blazer.
I really suggest researching indepenent front suspension angles and geometry before tackling the weld in. it will help you understand what it is you are trying to accomplish in the end and also how everything works together to keep the wheels tracking properly and not rubbing fenders as the wheels travel through their arcs when going over bumps etc. even something simple like an upper control arm installed at the wrong angle can have an affect on if the tires rub the fenders going over a bump at a slight angle turning. since upper and lower control arms are different lengths they travel through different arc lengths so the vertical angle of the tire will change as the wheels move up and down. a lower control arm installed level at ride height coupled with an upper control arm installed with a down angle to the ball joint will cause the wheel to move out at the top, untill the upper control arm becomes level, then in at the top. the lower control arm will move the lower ball joint inwards as the suspension travels upwards.
make sense?

01-14-2020, 05:19 PM	#14
dsraven Registered User Join Date: Nov 2010 Location: calgary alberta Posts: 7,833	Re: Mustang ii help axle centerline the pic in the earlier post of my 57 GMC is using the stock aluminum wheels from an S10 4x4 blazer. I really suggest researching indepenent front suspension angles and geometry before tackling the weld in. it will help you understand what it is you are trying to accomplish in the end and also how everything works together to keep the wheels tracking properly and not rubbing fenders as the wheels travel through their arcs when going over bumps etc. even something simple like an upper control arm installed at the wrong angle can have an affect on if the tires rub the fenders going over a bump at a slight angle turning. since upper and lower control arms are different lengths they travel through different arc lengths so the vertical angle of the tire will change as the wheels move up and down. a lower control arm installed level at ride height coupled with an upper control arm installed with a down angle to the ball joint will cause the wheel to move out at the top, untill the upper control arm becomes level, then in at the top. the lower control arm will move the lower ball joint inwards as the suspension travels upwards. make sense?