AFCO 20038-1LF Low Friction 1973-95 Truck-Style Lower Ball Joint, Long

AFCO Low Friction Ball Joints are designed with 2 ft. lbs. of resistance, the force required to move the stud of the ball joint.  Compare this with standard replacement joints, with as high as 50 ft. lbs. of resistance.  A difference you can feel! It is critical to handling that suspension components be as free as possible to move.  Low friction ball joints allow the suspension to give rather than allowing the tire to bounce over rough surfaces.  Low tire pressures magnify the need to minimize friction in the suspension. These are NOT a direct fit in the stock pickup A-frames. Used on IMCA cars to raise roll center (raised pivot point). These ball joint use a 1973-95 GM Truck taper, but they have a longer (taller) stud than the stock GM part. The taller stud changes the pivot point due to its length, which in turn raises the cars roll center. Very common ball joint on IMCA Modifieds. Lower ball joint fits most stut cars, 1971-1976 Impala and most wide-type dirt cars. Press-In. Fits most popular racing and passenger car spindles. Item DetailsMoog # K6117 Longer stud to raise roll center. Features: Precision machined to tight tolerances, providing consistent resistance throughout the travel of the ball joint to deliver consistent performance. Improves weight transfer. Frees up suspension for more consistent, repeatable chassis tuning. Removes suspension rigidity and allows shock and spring to have more precise wheel control. Adjustments are controlled more effectively by the shock and spring instead of the tire which improves traction. Provides more accurate set-ups during vehicle scaling. Meets or exceeds standard ball joint strength. Stock appearing. Lower input steering efforts and faster steering wheel return. Features: Precision machined to tight tolerances, providing consistent resistance throughout the travel of the ball joint to deliver consistent performance. Improves weight transfer. Frees up suspension for more consistent, repeatable chassis tuning. Removes suspension rigidity and allows shock and spring to have more precise wheel control. Adjustments are controlled more effectively by the shock and spring instead of the tire which improves traction. Provides more accurate set-ups during vehicle scaling. Meets or exceeds standard ball joint strength. Stock appearing. Lower input steering efforts and faster steering wheel return.