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We bend them from time to time. In a batch of 50 Helwig bars they can vary up to 1" in eye to eye and anything off more than 1/4" will get "adjusted". Fog, the HDK fab guy, uses his hydraulic tubing bender. if you never try....you may never know.

There is plenty of info out there, do some research on exactly what you are looking for. You will likely find the basics are simple and you end up knowing more than the self proclaimed "experts"

Your drivetrain is offset to the passenger side so there will be more weight on the passenger side requiring more pre-load. However, lowering / raising the height on the drivers side front (torsion bar or coil over spring) will also effect the height of the passenger rear. Welcome to 4-bar 101

Thanks, I've done several. They are semi custom...... Competition Engineering components (from Summit) Universal rear rails, ( modified) 4-bar brackets brackets , crossmember. I do the lay-out, HDK fab guy welds it in after test fit.

fan of the multi-adjustable 4-bar with panard bar. 69 Dart 6.4 GenIII / 8HP70 / build

I wouldn't have them (torsion bars) even in until the engine trans and exhaust were installed....but that's just me, other opinions may vary.

this is interesting, at least to me, when you had the 2" drop spindles installed,..... did you also lower the front 2"?

I think this is a great DYI project for anyone who has the skills. Pretty sure that was the intent of the op. I feel ya on it being a $$$ maker.

I've sold over 500 sets of HDK OEM replacement UCAs, and have never ran across this issue. Not to say it is not there, just never ran across it. I will file it in my back pocket.... just in case

Does that make any sense to you? Why would changing symmetrical spindles side to side cause the wheel move forward. Of course with the OEM anti dive UCA mounts, more drop due to sway ar change would have the same effect.

On this one.....I will bet dollars to doughnuts the fender issue is because he replaced 9" drum spindles with the later.

if the UCA remains the same.....if the bottom of the spindle was moved forward, it would increase caster and decrease front fender clearance. If the bottom was moved rearward it would decrease caster but gain fender clearance.

sure it would. Remember, where the pin in the spindle is located up/ down dictates how much movement you actually get top vs bottom.

for the most part they are.....EXCEPT the OEM small ball joint / 4" bolt circle drum brake spindle where the top is offset to the front.

a couple more views of Butch's street Duster with HDK UCAs @ 6 degrees positive caster. As

installed in Butch's (Leal) street Duster with 9" drum spindles converted to 11" disc (Wilwood). Please note how the wheel tire combo (205 / 70 / 15 on 5" rim / 2.5" BS) stays tucked in for a low, no rub stance

Welding if done right might work A-OK but maybe affordable options with the work already done exists. HDK OEM replacement UCA assemblies (pair) ....still only $349 includes HDK adjustable UCA bump stop no bind, keep your OEM cam alignment adjuster with the full range of adjustment ***...

The HDK can install from 1/2" narrower (per side) than a 67-72 drum brake model to slightly wider than the 73 and up disc brake model. The beauty of dealing with small Mopar only business, HDK can...and has built what is needed at the drop of the hat. The 1/2" narrower track width is where the...

It appears to have an extended stud but the ball joint is not the Qa1 over the counter 1" extended ball joint (#1210-238S) HDK has used since around 2012. BTW....long before Gerst or Qa1 even thought about building a Mopar suspension package. QA1 1210-238S QA1 Ultimate Ball Joints | Summit...

lol....yeah, right.

My thinking is since you have no idea what the rear bar is there for, you make a lot of useless (technical) assumptions. Let's start with this, please explain, using your best technical writing skills what you perceive is the intended purpose of the rear bar?

Not really....I re-read your guess and reasoning and it sounds to me like someone attempting to do a book report on a book they never read. The only thing that makes sense to me is you apparently have no idea the function of the HDK rear brace and makes me question whether or not you have any...

I have no idea what you are talking about in your guess or reasoning. The similarity is easy to spot, rod ends are often used to have large and finite adjustments for placement of the ball end to a fixed position that might not always be in the exact same position, car to car....K to K. Welding...

Good call out ....track width is often overlooked until its too late. The ability to use off the shelf rims and custom offset rims (sometimes what the customer already owns) is a major reason HDK exclusively maintains adjustable upper and lower control arms. Believe me, non adjustable control...

The reason spherical rod ends are (strangely) used on Monte Carlo bars you have seen is likely the same reason a spherical rod end is used on the HDK crossbar. care to guess why?

who is the "they" you are referring to?

never knew there was engineering analysis to add a gusset to a ball joint stud. (pssst....my gusset comment was sarcasm)

yes....it is a file photo. No pics of the two inch yet. I'm not sure I want to post any of the 2"....someone will want a gusset on it. :)

Good of time as any to add the latest version HDK UCAs with the ball joint boot modification. This mod has been a standard item for around a year now. The HDK UCA ball joint receivers allow the dust / grease boot to captured on the bottom of the ball joint (like OEM) Aluminum or steel sleeves...

For anyone interested....and kinda back on topic. Cold, wet and rainy here in NW Ohio....so between trips to Boutwell Customs to check out a small paint color correction on my buddy Marks Hemi Demon, checking up on the 69 back half Dart build, and adding components to the Hellcat / Road Runner...