Fontana Nissan Racing -- New Product Teasers!!!
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Vendor - Former Vendor
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From: Fontucky, CA
The reasons we have built racing lower control arm are as follows.
Racing the 350Z in Grand-Am in both the Koni series and Rolex and the recent development running the car in Redline Time Attack we found a few deficiencies with the standard lower control arm.
1. It has a large rather compliant rubber bushing on the inboard end.
2. The inboard rubber joint has inherent bind in both rotation and fore and aft movement
3. The fore aft movement of the arm means a solid type bushing is not useable
4. The rubber bushing at the shock attachment point allows the arm to rotate from the forces imparted from the sway bars offset mount. The sway bar effectiveness is greatly reduced.
5. When running the car at the low ride heights we run in racing the front camber is extreme the upper control arm if adjustable can not be lengthened enough because it will hit on the “bucket” it travels up into (about + ˝ deg.)
6. The standard arm was proving to be unreliable. Failures of the inboard rubber joint and the sway bar attachment point have occurred in the past.
The billet aspect of the arm is a convent way for us to fabricate a replacement arm that is sellable to racers. We could modify a stock arm as we have done in the past but one off modification of stock parts is generally more expensive than building a run of new parts.
The new arm addresses all of the above concerns in the following ways.
1. Inboard we use a rather robust rod end style joint. The joint allows nearly bind free movement in all needed directions.
2. The rod end style joint allows for proper camber adjustment at all ride heights.
3. Stock type sway bar links can be used. The attachment point is much stronger than stock.
4. Racing type sway bar links can be used on the center of the arm in double shear. This greatly reduces the rotational forces from the sway bar.
5. A solid type shock bushing is used to help control rotation of the arm.
6. The smaller profile of the inboard joint allows easier relocation of the inboard pick up point.
Racing the 350Z in Grand-Am in both the Koni series and Rolex and the recent development running the car in Redline Time Attack we found a few deficiencies with the standard lower control arm.
1. It has a large rather compliant rubber bushing on the inboard end.
2. The inboard rubber joint has inherent bind in both rotation and fore and aft movement
3. The fore aft movement of the arm means a solid type bushing is not useable
4. The rubber bushing at the shock attachment point allows the arm to rotate from the forces imparted from the sway bars offset mount. The sway bar effectiveness is greatly reduced.
5. When running the car at the low ride heights we run in racing the front camber is extreme the upper control arm if adjustable can not be lengthened enough because it will hit on the “bucket” it travels up into (about + ˝ deg.)
6. The standard arm was proving to be unreliable. Failures of the inboard rubber joint and the sway bar attachment point have occurred in the past.
The billet aspect of the arm is a convent way for us to fabricate a replacement arm that is sellable to racers. We could modify a stock arm as we have done in the past but one off modification of stock parts is generally more expensive than building a run of new parts.
The new arm addresses all of the above concerns in the following ways.
1. Inboard we use a rather robust rod end style joint. The joint allows nearly bind free movement in all needed directions.
2. The rod end style joint allows for proper camber adjustment at all ride heights.
3. Stock type sway bar links can be used. The attachment point is much stronger than stock.
4. Racing type sway bar links can be used on the center of the arm in double shear. This greatly reduces the rotational forces from the sway bar.
5. A solid type shock bushing is used to help control rotation of the arm.
6. The smaller profile of the inboard joint allows easier relocation of the inboard pick up point.
Thank you Jackson!
For those that don't know who Jackson is, he is the Fontana Nissan Racing Team Manager. He and his crew are the ones developing these quality parts for our race car and for you, the customers!
Stay tuned for more Fontana Nissan Racing Parts to come!!!
Scott
The reasons we have built racing lower control arm are as follows.
Racing the 350Z in Grand-Am in both the Koni series and Rolex and the recent development running the car in Redline Time Attack we found a few deficiencies with the standard lower control arm.
1. It has a large rather compliant rubber bushing on the inboard end.
2. The inboard rubber joint has inherent bind in both rotation and fore and aft movement
3. The fore aft movement of the arm means a solid type bushing is not useable
4. The rubber bushing at the shock attachment point allows the arm to rotate from the forces imparted from the sway bars offset mount. The sway bar effectiveness is greatly reduced.
5. When running the car at the low ride heights we run in racing the front camber is extreme the upper control arm if adjustable can not be lengthened enough because it will hit on the “bucket” it travels up into (about + ˝ deg.)
6. The standard arm was proving to be unreliable. Failures of the inboard rubber joint and the sway bar attachment point have occurred in the past.
The billet aspect of the arm is a convent way for us to fabricate a replacement arm that is sellable to racers. We could modify a stock arm as we have done in the past but one off modification of stock parts is generally more expensive than building a run of new parts.
The new arm addresses all of the above concerns in the following ways.
1. Inboard we use a rather robust rod end style joint. The joint allows nearly bind free movement in all needed directions.
2. The rod end style joint allows for proper camber adjustment at all ride heights.
3. Stock type sway bar links can be used. The attachment point is much stronger than stock.
4. Racing type sway bar links can be used on the center of the arm in double shear. This greatly reduces the rotational forces from the sway bar.
5. A solid type shock bushing is used to help control rotation of the arm.
6. The smaller profile of the inboard joint allows easier relocation of the inboard pick up point.
Racing the 350Z in Grand-Am in both the Koni series and Rolex and the recent development running the car in Redline Time Attack we found a few deficiencies with the standard lower control arm.
1. It has a large rather compliant rubber bushing on the inboard end.
2. The inboard rubber joint has inherent bind in both rotation and fore and aft movement
3. The fore aft movement of the arm means a solid type bushing is not useable
4. The rubber bushing at the shock attachment point allows the arm to rotate from the forces imparted from the sway bars offset mount. The sway bar effectiveness is greatly reduced.
5. When running the car at the low ride heights we run in racing the front camber is extreme the upper control arm if adjustable can not be lengthened enough because it will hit on the “bucket” it travels up into (about + ˝ deg.)
6. The standard arm was proving to be unreliable. Failures of the inboard rubber joint and the sway bar attachment point have occurred in the past.
The billet aspect of the arm is a convent way for us to fabricate a replacement arm that is sellable to racers. We could modify a stock arm as we have done in the past but one off modification of stock parts is generally more expensive than building a run of new parts.
The new arm addresses all of the above concerns in the following ways.
1. Inboard we use a rather robust rod end style joint. The joint allows nearly bind free movement in all needed directions.
2. The rod end style joint allows for proper camber adjustment at all ride heights.
3. Stock type sway bar links can be used. The attachment point is much stronger than stock.
4. Racing type sway bar links can be used on the center of the arm in double shear. This greatly reduces the rotational forces from the sway bar.
5. A solid type shock bushing is used to help control rotation of the arm.
6. The smaller profile of the inboard joint allows easier relocation of the inboard pick up point.
Now the three items that I'm interested in are the rear upright, the front lower arm, and a modified rear crossmember :-)
Please keep us updated on the avalibilty of the products.
Regards,
Az
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Vendor - Former Vendor
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From: Fontucky, CA
Sorry for the delay guys!!!
Yes...we do have parts available...I am awaiting pricing on certain parts. Just shoot me a pm with what you need and I'll see what we can do for ya!
Scott
Yes...we do have parts available...I am awaiting pricing on certain parts. Just shoot me a pm with what you need and I'll see what we can do for ya!
Scott
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Vendor - Former Vendor
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From: Fontucky, CA
The Billet Control Arms are selling for $999. I have a few more sets due in now!
The original was hand made...how much you got?? 
Scott
Scott
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Vendor - Former Vendor
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From: Fontucky, CA
Here is the finished product...as you can see..they are machined from a single piece of aluminum:
Scott
damn!!! those are just amazing promising!!
If i didn't get new control arms through warantee through dealer i would considered one for sure, possibly near future if my new control arms go bad
If i didn't get new control arms through warantee through dealer i would considered one for sure, possibly near future if my new control arms go bad
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