1934 Ford Roadster Pickup - Suspended With Function & Style

To check that the assembly was rolling smooth and true, before attaching the caliper Jose spun the rotor/ hub on its spindle while on the installation tripod. The directional arrow on the caliper showed he was working with the appropriate one, so Jose bolted it to the caliper bracket.

Sometimes shims are required between the caliper and caliper- bracket assembly-but not this time. After installing the brake-pad retaining pin and tube in the caliper, the cotter pin and Wilwood outer bearing dust cover, Jose paused to admire the Kugel/Wilwood componentry and his handiwork.

Moving to the A-arms, Jose inserted the Polyethylene UHMW (Ultra High Molecular Weight) bushings, the stainless steel sleeves, the caster washers (four to the left and to the right of), the two centric camber adjusters, and the control-arm bolt of the upper A-arm.

The set screws on the two centric camber adjusters must line up. They tighten onto flats on the upper control-arm bolt. The chamfer on the end of the bolt thread shows the flats on the bolt, and how to line up the set screws. To adjust the camber, the bolt is turned-not the camber adjusters. In this application, the bolt is analogous to a cam, as it's turned as one unit to adjust the left or right side of the front end's camber.

In preparation of pressing the ball joint in the upper control arm, Jose applied grease to it.

Just over 10 tons of force was used to press the upper ball joint into the upper A-arm. The same tonnage was required for pressing the lower ball joint into the lower control arm (not shown).

Jose used the grease gun to lube the upper ball joint's zerk fitting.

After getting the grease injection, the zerk fitting was removed and replaced with a chrome cap, fastened with an Allen bolt.

The upper and lower ball joints received a boot, a washer, and a castle nut. The upper ball joints lose their zerk fittings, while the lower ball joints' zerk fittings remain in place (lower ball joint shown).