Advice from Global West Owners...

[68modstang]

Just started receiving my Global West Front upper/lower tubular arms, strutrods and tierod adjusting sleeves. Lowers are two weeks on backorder which has me nuts. Then I learn the progressive rate springs are on backorder...aaarrrgh! A glimmer of hope that I can pick up the roller bearing perches next week. So, enough of the venting, wondering if Global West owners happen to have any pointers to make the install go smooth (I can dream.)?
By the way, I recently posted regarding TCP vs. Global West and was flooded with responses from many non owners and owners. Let me say after speaking with both companies and discussing the benefits of modified stock and coilover... price won out. The rep at TCP basicly told me the only real benefit of their coilover system over the tubular modified stock system is adjustability. I don't race, just drive hard. That being said, the Global West System at $1600 vs. $2400 for the TCP coilover and $1800 for the TCP Tubular(even more for a GW coilover), GW won me over. Now I have $800 for those rear disc brakes. Thanks.

 

[6stang8]

I put Global West upper control arms on my '68 some years back. You'll have to drill new holes in the shock tower using the template they supply. I believe the drill bit size is 9/16" which is a 1/2" drive drill bit.

I had to borrow a 1/2" drive drill as I didn't have one so line up a 1/2" drill if you haven't already.

Can't really think of anything else. I did have to modify the length of the spring compressors bolts(they were too long) too.

I used stock replacement lower control arms and they seem to work fine with the Global West uppers, although the Global West lowers are better.

Good luck!

Randall

 

[Jester67]

I was thinking of doing the GW upper and the stock lower for now as well. I was original going to get the Neg-wedge kit form PMSE but when I factor in the kits cost plus the cost of new stock upper arms the price came close enough to have me looking at the GW arms. It is over kill for me now but it allows me to upgrade in the future. Is anyone else running this setup (GW uppers and stock lower)? Will the progressive rate springs from PMSE work with this setup? Is there anything I need to consider with setup? Does the GW arms use a stock upper ball joint? I don’t wont to get stuck with a special part that I won’t be able to get in a couple of years. Thanks for all the help.

 

[66HertzClone]

I installed both the UCA and LCA from G/West on my 66. I used rollerized spring perches from Cobra Automotive, adjustable strut rods from StreetorTrack, and Promotorsports variable springs. I removed the power steering and tried to install the F/River rack and pinion kit. I ended up using their steering gear with the Shelby quick steer kit.

Installation of these parts was very easy, I purchased a new drill bit to drill the holes. I think a used about five different bits of ever increasing size to keep from making a mess. Went really well, as a plus I did not connect the strut rods to the lower control arm, until after I placed the coil spring in place. I found I could push the control arms low enough to place the spring on the perch and tilt it into place. I then put a jack under the lower arm and lifted enough to attach the strut rod.

G/West uses very common ball joints on their products, they provide aftermarket part numbers for these joints, meaning you can get them from any parts store. I have a photo of these parts assembled on my car, there is no splash shield or fender so all is visible. Let me know if you want me to email it to you.

 

[dolfan87]

Just started receiving my Global West Front upper/lower tubular arms, strutrods and tierod adjusting sleeves. Lowers are two weeks on backorder which has me nuts. Then I learn the progressive rate springs are on backorder...aaarrrgh! A glimmer of hope that I can pick up the roller bearing perches next week. So, enough of the venting, wondering if Global West owners happen to have any pointers to make the install go smooth (I can dream.)?
By the way, I recently posted regarding TCP vs. Global West and was flooded with responses from many non owners and owners. Let me say after speaking with both companies and discussing the benefits of modified stock and coilover... price won out. The rep at TCP basicly told me the only real benefit of their coilover system over the tubular modified stock system is adjustability. I don't race, just drive hard. That being said, the Global West System at $1600 vs. $2400 for the TCP coilover and $1800 for the TCP Tubular(even more for a GW coilover), GW won me over. Now I have $800 for those rear disc brakes. Thanks.

Whoever you spoke with at TCP wasn't exactly giving you accurate information. The fact is with G.W., or TCP's coilover kits, you are improving more than just adjustability. Moving the spring and shock off the upper control arm, and placing it on the lower out closer to the ball joint, improves wheel rate by over 60%.

This gives you more control, with lighter spring rates, and an improved ride.

Adjustable ride height, along with being able to change from a street spring, to a track spring in a matter of minutes also is a benefit.

Now I know you say your not going to hit the track, but I just wanted to give you accurate information so you can make an informed decision.

87

 

[68modstang]

Thanks everyone for the input. Dolfan67, in case you check thanks for the clarification. Hope your R & D on the coilovers is going well. I was pretty surprised with the lack of information/response from the folks at TCP. What you say makes sense. I must say I probably would have gone with the coilovers had the price been sub $2000, but I don't think TCP has any plans for a price drop.

 

[dolfan87]

Everything is going well. Our CNC parts are being finished up at the shop, and once we have them, we will be going full steam ahead on the testing phase.

Congrats on your new suspension! GW makes some really nice stuff, and I am sure youwill be happy with it. Back order is the biggest pain in our hobby. I had to wait two weeks just to get a bearing for my steering column.

So I feel your pain.

Let us know how everything turns out, and show pics!

87

 

[65 fastback]

Moving the spring and shock off the upper control arm, and placing it on the lower out closer to the ball joint, improves wheel rate by over 60%. 87

dolfan - can you explain/clarify "wheel rate"?

Tim

 

[dolfan87]

dolfan - can you explain/clarify "wheel rate"?

Tim

Be happy too. On our suspensions, the rate of the coil spring is not the actual rate the tire see's. Unless we were to mount the spring on top of the ball joint, we won't have 100% wheel rate, or spring rate, going to the tires.

Mustangs stock suspension places the coil spring on the upper control arm, and at a good distance away from the centerline of the balljoint. So if you were to use a 620lb spring, the rate at the tire itself would be more in the nieghborhood of 360 lbs.

Now when we, TCP, or Global West take that coil over mount, and place it on the lower control arm right next to the ball joint, we have plced the pivots of both the ball joint and the spring centerlines in a much closer proximity.

Thus raising the effective spring rate the tire see's. So for instance, if we were to use a stock small block spring rate (which is around 550lbs) on our coil over kit, the tire would see roughly 450 lbs...very very stiff.

So we reduce the spring rate down to 350 or so, getting us right around 290 at the tire. This gives us the ride quality we all seek, with the same suspension control as the heavy stock coil springs.

I hope that helps, and if you have any more questions, just ask.

Gram