Info On Global West
- Thread starter Bill Krause
- Start date
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Rusty67
Dirt-Old 20+Year Member
A lot of people have used global west stuff and I've never heard of anyone having a major issue. Any reason you want to do coil overs ? There are a lot of options for suspension in these cars, coil overs are ususally at the top of the price range.
horse sence
15 Year Member
i am planning on the coil over set up as well , i will probably go with tcp but i have heard good things about both
Rusty67
Dirt-Old 20+Year Member
IMO the Global West kit is better then the TCP kit because of the mount location for the front strut. A longer sock mounted to the lower arm is better than a shorter one mounted to the upper arm.
horse sence
15 Year Member
its still the same amount of force on the ball joints ,except the longer mount pushing on the lower ball joint is tring to push it apart were as the upper mount is forcing the ball joint to gether less chance of the joint comming apart
Rusty67
Dirt-Old 20+Year Member
I'm not at all worried about the lower ball joint pulling out/failing.
The longer shock is better for tuning and daming. The longer shock body also allows for the use of a longer spring which is better.
The longer shock is better for tuning and daming. The longer shock body also allows for the use of a longer spring which is better.
horse sence
15 Year Member
there is only a certain amount of travel in a mustang suspension as long as the shocks dont bottom out there is no problem longer shock and coil realy wont make that much differance if it doesnt use the whole shock travel any way,unless you want to go off road with it and you need more travel
Thanks so much for the reply. Really looking for a way to drop the front. Think I'm going with the Global West control arms and struts then buy a OpenTrack roller spring perch and use lowering spring and a Shelby drop, what do you think ?
Rusty67
Dirt-Old 20+Year Member
Horse sence, the longer spring means you can use a lighter spring rate to achieve the same level of damping. When you load the spring, it will load slower (because of the softer rate) allowing you to make finer adjustments.
Bill, the Global West solution mounts the shock to the lower control arm so you wouldn't need a roller spring perch.
If all you want to do is drop the front a bit then you can order the drop templates from Open Tracker and maybe a new set of drop springs. If you want to get a major handling provement you will need to spend a bit more cash.
Bill, the Global West solution mounts the shock to the lower control arm so you wouldn't need a roller spring perch.
If all you want to do is drop the front a bit then you can order the drop templates from Open Tracker and maybe a new set of drop springs. If you want to get a major handling provement you will need to spend a bit more cash.
Couped Up
Member
Bill; In my '68, I'm running the GW UCA's, with their Tubular LCA's, and have Roller Spring Perch's, with .620, 570# coils, and Koni's. The UCA's are mounted with the 1.375" (Arning?) drop, that is recommended by GW for their design. IMHO... This Suspension is far superior over stock, and well worth the investment. Next I'll be adding their adjustable struts, as you have mentioned..... As far as comparing it to their coil-over system, I can't really say..... other then some of the many available systems make claims of a tighter turning radius, and allow easier use of R&P steering, along with the fine tuning associated with Coil Overs.....
Total Control Products
Premium Sponsor
Hey guys!
I want to try and clear up a little confusion here. We offer two different coilover solutions for the early Mustangs. The 'Bolt On' coilover will work with the factory or TCP upper control arm and mounts in the factory shock location. It maintains the stock motion ratio but gives you the added benefit of less bind, your choice of ride height range and variable spring rates.
Our TCP FCOC-FD kit is a full coilover conversion system. This kit is more similar to the Global West system mentioned above in that the shock mounts to the lower control arm. It includes the upper and lower control arms, our TrueCenter Pivot Socket adjustable strut rods (the only ones on the market that maintains the correct geometry) and a pair of Varishock coilovers. We engineered and manufacture this shock exclusively for this system; it's not adapted from a universal application shock. In addition to improved center of gravity and motion ratio, this kit also adds a bunch of adjustability and rigidity that helps the car handle the way it should.
All of these components are made here in our Sacramento, California factory and will work with the factory V8 spindle and with either stock or aftermarket steering systems. I would be happy to answer any further questions anyone may have. My extension is 247 or you can email me: [email protected]
To see more details on all our front suspension kits, download instructions or data sheets (which are full of information) click HERE.
I want to try and clear up a little confusion here. We offer two different coilover solutions for the early Mustangs. The 'Bolt On' coilover will work with the factory or TCP upper control arm and mounts in the factory shock location. It maintains the stock motion ratio but gives you the added benefit of less bind, your choice of ride height range and variable spring rates.
Our TCP FCOC-FD kit is a full coilover conversion system. This kit is more similar to the Global West system mentioned above in that the shock mounts to the lower control arm. It includes the upper and lower control arms, our TrueCenter Pivot Socket adjustable strut rods (the only ones on the market that maintains the correct geometry) and a pair of Varishock coilovers. We engineered and manufacture this shock exclusively for this system; it's not adapted from a universal application shock. In addition to improved center of gravity and motion ratio, this kit also adds a bunch of adjustability and rigidity that helps the car handle the way it should.
All of these components are made here in our Sacramento, California factory and will work with the factory V8 spindle and with either stock or aftermarket steering systems. I would be happy to answer any further questions anyone may have. My extension is 247 or you can email me: [email protected]
To see more details on all our front suspension kits, download instructions or data sheets (which are full of information) click HERE.
horse sence
15 Year Member
cool, got a couple buddys with your system they are very happy with it, thats why i suggested it ,soon as my body and paint is finnished i will be giving you a call .JimHey guys!
I want to try and clear up a little confusion here. We offer two different coilover solutions for the early Mustangs. The 'Bolt On' coilover will work with the factory or TCP upper control arm and mounts in the factory shock location. It maintains the stock motion ratio but gives you the added benefit of less bind, your choice of ride height range and variable spring rates.
Our TCP FCOC-FD kit is a full coilover conversion system. This kit is more similar to the Global West system mentioned above in that the shock mounts to the lower control arm. It includes the upper and lower control arms, our TrueCenter Pivot Socket adjustable strut rods (the only ones on the market that maintains the correct geometry) and a pair of Varishock coilovers. We engineered and manufacture this shock exclusively for this system; it's not adapted from a universal application shock. In addition to improved center of gravity and motion ratio, this kit also adds a bunch of adjustability and rigidity that helps the car handle the way it should.
All of these components are made here in our Sacramento, California factory and will work with the factory V8 spindle and with either stock or aftermarket steering systems. I would be happy to answer any further questions anyone may have. My extension is 247 or you can email me: [email protected]
To see more details on all our front suspension kits, download instructions or data sheets (which are full of information) click HERE.
Rusty67
Dirt-Old 20+Year Member
Carl, can you clairify what you mean when you say "the only ones on the market that maintains the correct geometry" ? The Opentracker Racing strut rods seem to me to do an excelent job maintaining suspension geometry.
Total Control Products
Premium Sponsor
Sure can! Most aftermarket strut rods use a rod end mounted on a clevis. This shortens the strut rod, relocates the strut rod pivot point, and changes the axis on which the lower arm/strut rod assembly rotates. Our TrueCenter strut rod pivots at the factory pivot position, maintaining the correct strut rod length and pivot axis. It offers the accuracy of a rod end, but as a maintainable joint.
I hope that's helpful. To read more in depth about our strut rods, download the PDF data sheet by clicking HERE.
~Carl
Rusty67
Dirt-Old 20+Year Member
PoppyMod
Member
Hi Carl,
When installed on the early mustangs (65-66), what benefit is derived by having an "adjust-ability" feature on your strut rod? BTW, I'm running a complete TCP standard coil system and your strut rods. Was it designed to allow for minor tweaking of the castor, or for minor frame alignment deviations?
Total Control Products
Premium Sponsor
If you are referring to length adjustment, the factory strut rods are adjustable for length too. As you mention, this is how you adjust the caster. It might help with frame deviations but that's not really the design intent. If you are referring to the adjustable bearing races in the pivot, that's a different story. They are adjustable so that you can take up any slack that may develop over the life of the product. The pivots are greasable, serviceable and completely rebuildable.
