1996 Pontiac Trans Am - Mad ETS - Tech

High tolerances on the rod ends and an industry-leading 50,000 lbs of sheer strength allow the Heim joint to flex without binding or squeaking (as other lower-quality rod ends do). Jeffery says, "Although our rod-end bearings are costlier, they are truly aircraft-quality and specification parts. Unlike Teflon-lined bearings that will normally last only six to eight months before being beat out of the shells, our rod ends typically last a year or longer. When the bearing starts to make noise, it's indicative of wear and requires replacement."

Included with the torque arm is a chrome-moly crossmember that has an integral driveshaft safety loop. The torque arm cross member must be welded into the subframe connectors, and bolts into the location where the G-load brace formerly resided. For this application, the 'Bird had a TH350 transmission and a unique 3-inch exhaust, requiring fabrication. Other than the lack of mounting brackets to position the crossmember to mounting holes for the G-load brace, the torque arm is representative of what is shipped. On top of providing additional chassis rigidity, the crossmember is a key contributor to the effectiveness of the torque arm.

Through experience Jeffery sets the lower control arms up at 19 7/8 inches as a baseline, by evenly threading in the front and rear rod ends, and tightening the jam nut. One of the benefits of a double-adjustable control arm is to make sure that the rearend housing is located equidistance from a reference point forward of the rear wheels (i.e., the lower edge of the wheelwell). If the left or right wheel is even a minute amount out (1/16-inch or less), the car will pull away from the wheel that is most forward. According to Jeffery, "This is the single most important, critical element-other than the setup on the torque arm. In certain instances, tolerances have been measured as high as 1 1/2 inches."

Equipped with drag-race-specific springs and billet aluminum adjustable shocks, it was determined that the existing shock and spring combination would remain on the car. The recently released AFCO front shocks and coilover springs (shown, PN 191-3870F/BNC, $372.99 each) were still in the process of being tested on F-bodies, in order to find out the proper combination of settings to maximize the car's potential. A set of Madman Travel Limiters will be installed up front (PN 199-TL, $64.99).

The right and left lower control arms are then adjusted by 1/4 inch to correct the left rear tire, as it is back further by 1/4 inch (left rear 9 1/2 inches, as measured from the door edge to the tire, right rear 9 1/4 inches). After the adjustments are complete, the car is lowered back down, and the measurements are taken again to verify the accuracy of the changes.

Once the rear is centered, the car is moved over to a four-post drive-on lift (or you can crawl under the car as the suspension has to be loaded), in order to measure the driveshaft, lower control arm, and pinion angles. Jeffery says, "Although we measured the driveshaft and pinion angles, the difference (driveline angle) is irrelevant. In this case, we measured 2.2 degrees of down pinion angle, 5.1 degrees of down angle on the driveshaft (results in 2.9 degrees of driveline angle), and 1.8 degrees of up angle on the lower control arms. The torque arm that was previously at 2 degrees was modified slightly to adjust the pinion angle to 2 degrees, allowing us to achieve a preferred pinion angle and an instant center on the torque arm." Once the adjustments are complete, the underside is inspected as a final check, and the car is lowered and driven off of the lift. After reinstalling the negative battery terminal, the 'Bird is ready to assault the track and test out the effectiveness of the component and chassis tuning.