Stock or Dropped Spindles
#1102 - This Hotchkis Sport Suspension Tubular Upper A-Arm is designed for vehicles using stock spindles, or any form of stock replacement drop spindle. The Geometry corrected design improves caster and camber curves, improving handling and stability.
Increased caster will improve high speed stability and cause the vehicle to track straighter.
Improved camber curve will keep more of the tire in contact with the road under hard cornering.
Features:It features smooth operating Delrin® bushings, 4130 chromoly offset cross-shaft for increased camber adjustment and built in positive caster. Precision CNC bent tubing is 100% TIG welded, and finished in gloss black powder coat. MADE IN THE USA.
B or F Body Tall Spindle Conversion
#1103C - This Hotchkis Sport Suspension Tubular Upper A-Arm is designed for vehicles using F or B Body Spindles, or aftermarket "Tall" spindles. This very popular conversion improves the poor handling positive camber curve A-Body vehicles have when using stock spindles. Positive camber curve is when the tire lays outwards under cornering or suspension compression. This causes the tire to roll over, loosing tire contact patch and traction. Increasing the height of the spindle and using an appropriate A-Arm, the vehicle will have a negative camber curve, thus pulling the top of the wheel in, allowing more tire contact as the vehicle rolls into a corner.
Features: Smooth operating Delrin® bushings, 4130 chromoly offset cross-shaft for increased camber adjustment and built in positive caster. Precision CNC bent tubing is 100% TIG welded, and finished in gloss black powder coat. MADE IN THE USA.
The 2282R Extreme Rear Sway Bar (shown below) offers a few advantages over the 2202R standard upgrade bar. The 2202R bar is designed just like the factory bar where it is bolted between two trailing arms. The problem with this design is that without the use of end links the bar causes binding and is sometimes prone to breakage. Knowing this, Hotchkis designed the Extreme Sway Bar. This design clamps to the axle tubes using the supplied brackets and stainless steel u-bolts, while it attaches to the trailing arms using dog bone links.
This design allows for better articulation from the suspension and less bind. A second advantage to this design is the adjustable bar. This allows the user to pick between two different bar rate and stiffness levels. The third advantage is the lightweight tubular design. This allows Hotchkis to create a strong, lightweight product that provides years of service.
Size Does Matter! Hotchkis Trailing Arms are built to take the abuse of high horsepower applications while still offering a comfortable ride.
There are many trailing arms and rear suspension solutions on the market, and to the untrained eye they all look similar. Here are some of the key features that make Hotchkis Trailing Arms the strongest in the market.
Hotchkis Trailing Arms (right) are formed from one section of 1.5 x 3" .120 wall tube. This gives Hotchkis Arms incredible strength and rigidity. The company's competitor (left) chooses to weld a tail section to their trailing arm, creating a weak point. Notice how the arm on the left is cracked and separating from the main body. Notice the size difference of the Hotchkis Arm (right). Both the bushing and the body of the arm are notably larger. The same is with the GM A-body Non Adjustable Upper Trailing Arm.
Larger bushings and super strong 1.5" x 3" .120 wall rectangular tubing make Hotchkis Trailing Arms unmatched in strength. Another often-overlooked feature is the method the bushing tube is attached to the arm. Other manufacturer chooses to weld a round tube to the end of a rectangular body. This weld can fracture under high loads. Hotchkis Trailing Arms feature a bushing that is set into the original parent material. Notice how the ends are wrapped around the bushing and TIG welded. The bushing would have to be ripped from the parent material in order to fail. Hotchkis arms are designed and built in the USA.
Hotchkis adjustable upper trailing arms feature massive 1-1/2" billet aluminum center sections for superior strength and durability. Tail sections are formed from 120" wall steel, TIG welded for strength, and mated to 7/8" studs for added strength and durability. The Swivel Max, greasable bushing allows for added articulation and quiet operation.
For those RT owners looking for a more aggressive drop, the 19107 springs from the SRT can be used for a 2" drop all the way around. The Challenger RT below is equipped with the 19107 Sport Coil Springs and 22107 Sway Bars.
NIVOMAT Equipped Cars
Owners with cars that are equipped with the NIVOMAT self leveling shock absorbers are not able to lower the vehicle without a shock change. We have successfully installed the Bilstein shocks on these cars with great results.
Many new Challenger owners have asked questions regarding alignment after lowering their vehicles as many alignment shops tell them the vehicle is "out of spec." Obviously vehicles that have been lowered will have alignments that vary from the original settings, but what is acceptable?
From our experience tuning suspension systems, vehicles will benefit by running negative camber in the front which allows more tire contact patch during cornering. Owners are sometimes concerned about tire wear when running negative camber. The truth to the matter is, camber (unless excessive -2.5" or greater) plays less a role in tire wear than does toe. Often the cause of uneven tire wear is blamed on camber when the true problem is toe. By properly aligning the vehicle after lowering and setting the toe settings to 1/16 front and 3/16" rear total toe in, tire wear can be minimized.
After installing our 19108 Sport Coils Springs (Front: 1-7/16" Rear: 11/16" Drop) on a 09 RT we were able to achieve the following alignment specs without the use of any aftermarket alignment products. Front Camber -0.8Â° Rear Camber -1Â°These camber settings are perfectly acceptable for daily driving and will not adversely affect tire wear. Toe was set to front 1/16" total toe in and the rear 3/16" total toe in. These are the settings you should be using for Toe.
The SRT8 models experience slightly different alignment specs as well as RT models using the 19107 springs. We have seen -1.3Â° in front and -1.8Â° at these lower heights. While the front is still within acceptable range, the rear could benefit from some form of aftermarket alignment kits. Optimum rear camber settings would be -1 to -1.5Â°The key to properly aligning these vehicles is:
Bump steer was a topic of conversation we found in many internet threads, so we measured a 09 R/T to determine the amount of Bump Steer, or toe change the vehicle experiences. These are the numbers we recorded for front bump steer:
The toe change during bump travel is very minimal, showing only a 1/16" of total toe change within 3 inches of bump travel. 1/16" of a inch is so minimal the driver wouldn't even be able to feel it. Compare that to a stock 70' Challenger with over 3/8" of an inch of change. From these numbers, it is not necessary to purchase or install any aftermarket bump steer kits on the 09 Challenger at these lowered heights.