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The AMT Motorsport C7 Monoball Control Arm conversion replaces the factory rubber bushings in all 16 control-arm locations with precision-machined 6061-T6 aluminum housings, high-strength 7075 aluminum ears, hardened 17-4PH stainless-steel trunnions, and premium FK WSSX-10T spherical bearings.
If you're chasing the elusive "go-kart" response from a track-focused Corvette, removing rubber compliance from the control arms is one of the most dramatic suspension changes you can make.
GM uses rubber control-arm bushings for several perfectly good reasons. They're quiet, comfortable, inexpensive, and very good at isolating the chassis from road vibration.
For the overwhelming majority of street-driven Corvettes, that's exactly what you want.
On track, however, the same compliance that creates comfort also allows the suspension to move before the chassis responds. Steering inputs have to compress rubber. Cornering loads deflect the bushings. Alignment values can move as lateral load builds.
On heavily tracked cars, the factory bushings can also deteriorate and begin extruding from the control arms. Once that happens, alignment and tire wear can go south very quickly.
Spherical bearings remove a large layer of elastic movement between the chassis and the suspension. The result is a more direct relationship between driver input, control-arm motion, and tire position.
Steering and chassis inputs no longer have to compress soft rubber before the suspension begins to move.
Camber and suspension geometry remain considerably more consistent as cornering load builds.
Keeping the tire where the alignment says it should be helps the contact patch work properly and reduces unwanted wear from bushing deflection.
Removing the layer of rubber isolation gives the driver a clearer picture of what the tire and suspension are actually doing.
Rubber absorbs vibration, impacts, noise, and small movements before they reach the chassis. That's exactly what you want in a normal street car.
Unfortunately, the suspension can't distinguish between unwanted road vibration and the cornering load you're asking it to control. The same compliance that creates comfort also creates movement.
A spherical bearing articulates freely through the suspension's range of motion without relying on a large mass of rubber to twist and deform.
The tradeoff is straightforward: you gain response, geometry control, and feedback while allowing more road texture and NVH into the chassis.
Every control arm is treated as an individual assembly. We measure the actual GM arm in front of us, machine components for that arm, assemble the system, and test-fit it here before anything comes back to you.
We measure every individual control-arm bore and machine the corresponding aluminum bearing housing for the proper fit. We don't assume every production control arm came out of GM exactly the same.
High-strength 7075 aluminum is used for the machined ears that locate the assemblies within the chassis and transmit suspension loads through the spherical bearing.
Upper-control-arm trunnions are machined from hardened 17-4PH stainless steel for strength, dimensional stability, and the precision required in a highly loaded suspension joint.
The bearing is the entire point of the conversion, so this isn't where we save a few bucks. The C7 system is built around premium FK WSSX-10T spherical bearings selected for serious suspension use.
Spherical bearings transmit more road texture into the chassis. You will feel surface imperfections on the track, which means you'll also feel potholes, expansion joints, and frost heaves on the street.
Good dampers can take the edge off, but this is not a modification we recommend for a street-only Corvette. The entire purpose is to remove compliance and isolation from the suspension.
Plenty of customers happily drive monoball-equipped cars on the street. That's a personal tolerance decision. Just understand that increased precision and increased isolation are opposing goals.
None of the optional upgrades are required for the monoball conversion itself. The car will work perfectly well without them.
But once the control arms are removed, boxed, shipped to us, disassembled, measured, machined, and rebuilt, this is the least expensive and least annoying time to address worn ball joints or additional shock-mount compliance.
Pick the configuration that matches how you actually use the car. A dual-purpose street/track C7 and a trailer-only race car do not need to make the same compromises.
The price includes the complete monoball conversion service. Remove the control arms from your C7, ship them to AMT, and we handle the pressing, measuring, machining, assembly, and test fitting.
Remove the applicable C7 control arms and send the complete assemblies to AMT Motorsport.
We remove the original rubber bushings and prepare the control-arm bores for measurement.
Every individual bore is measured. We work from the arm in front of us—not simply from a nominal GM dimension.
The corresponding 6061-T6 bearing housings are machined to fit the customer's individual control arms.
FK bearings, 7075 ears, housings, and hardened trunnions are assembled with critical machined dimensions held to tolerances as tight as .0005".
Every completed assembly is checked in our in-house cradles and custom-machined fixtures before it leaves the shop.
We guarantee the converted control arms will fit your car when they come back to you.
If one of our machined components doesn't fit correctly, we'll make the necessary replacement parts and ship them out. You should not have to modify our parts in your garage to finish the job we were paid to do.
Return shipping is not included in the conversion price.
We put together a complete look at the manufacturing process behind the AMT monoball system. We're rather proud of how much work goes into these, so here's the whole process.
Bearing housings are machined from 6061-T6 aluminum, the ears from high-strength 7075 aluminum, and the upper-control-arm trunnions from hardened 17-4PH stainless steel.
Critical machined dimensions are held to tolerances as tight as .0005", and every completed assembly is test-fit in our own in-house cradles and custom-machined fixtures.
AMT-machined components are 100% Made in the USA.
Do not anodize, powder coat, paint, or otherwise cosmetically finish your control arms before sending them to AMT.
These are working suspension components that have to be pressed, measured, fixtured, machined around, assembled, and handled repeatedly during the conversion process. We take care with customer parts, but cosmetic finishes can still be scratched or marked during normal handling.
If you're planning a cosmetic restoration or coating, do it after the monoball conversion is complete.
All AMT-machined components are guaranteed for as long as the original purchaser owns the vehicle. The spherical bearings are guaranteed for five years to the original owner.
