![]() *The Lower StrongArms feature a double sheer lower mount for increased strength. Injection molded Delrin bushings with 13% Teflon are used to reduce deflection and stiction. Offset slugs are also available for additional caster. *The Upper StrongArms feature tall ball joints to provide increased camber gain and the ball joint location has been moved back to allow for additional caster setting to improve high speed stability and steering feel. All components are available separately as well. Based on more than 20 years of R&D, the air springs are correctly sized for Monte Carlo, Grand National, T-Type, 442, Hurst/Olds, El Camino and all G-body variants. Since HQ Series ShockWaves are built to perform and made to last, they are backed by RideTech’s exclusive 1,000,001 mile warranty. The monotube design features large 1.834″ pistons, heavy duty 5/8″ shafts, and impact-forged bodies. Advanced technology hides within the shocks. The heart of the system is Ridetech’s exclusive monotube shock absorber technology with 24-position rebound adjustment to help you fine tune for your driving preferences and vehicle demands. This air ride system takes the guesswork out of choosing the correct air springs and suspension parts for proper handling and ride quality. Includes front & rear HQ Series ShockWaves with integral rebound adjustable shock absorbers, front & rear StrongArm control arms and front & rear MuscleBars. A heavy load in an Elky with air shocks is a nearly guaranteed way to break the rear spring perch welds free from the frame.Air Suspension System with ShockWaves for 1978-1988 GM “G” Body cars including Monte Carlo, Regal, Cutlass, Grand Prix, Lemans, El Camino and variants. I have seen cracks and broken welds in all of these areas. The other areas I have seen problems with are the rear shock/spring perches where they meet the frame and rear crossmember that the UCA's bolt to, and also where the rear crossmember for the UCA's welds to the main frame rails. The sheetmetal fatigue concern may be a non-issue as I have never tried it. You might be able to weld in a stout crossbar under the dash between the a-pillars and run nosebars down to the frame from there without doing a full cage but I would be worried about fatiguing the sheetmetal in the cowl & a-pillar areas by transferring a lot of the frame flex load to the cowl & a-pillar sheetmetal. The best way to solve this is a roll cage with nose bars to support the frame forward of the firewall. That area sees a lot of stress due to frame flex forward of the firewall. This is a very high stress area as the engine and all the front suspension and sheetmetal are bolted to a section of frame that is cantilevered out in space forward of the firewall. The other big one, as mentioned, is cracking directly below the door pillars/firewall where the frame transitions from the sections under the rocker panels to the inward curved portion forward of the firewall. If they're out, they can be "rolled" back out on a frame rack. Measure between your UCA mounts to see if they're in spec. ![]() The best way to combat frame sag is a stout motor plate as it ties the frame rails together up near the upper control arm mounts it provides a nice load path to take the bending load off the crossmember from engine weight and suspension loads. ![]() ![]() Yep, front crossmember sag is a big one and short of a motor plate or tubular hoops & a crossbrace there isn't much you can do to prevent it. ![]()
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