You have no items in your shopping cart.
The AMT Motorsport C8 Monoball Control Arm Bushing conversion replaces the factory rubber bushings in 14 control-arm locations with precision-machined aluminum housings, 7075 aluminum ears, hardened 17-4PH stainless-steel trunnions, and FK WSSX-T spherical bearings.
If you're chasing that elusive "go-kart" response from a track-focused Corvette, eliminating rubber compliance is one of the most dramatic suspension changes you can make.
Factory rubber bushings exist for good reasons. They're inexpensive, quiet, comfortable, and more than adequate for 99% of Corvettes that spend their lives on the street.
But rubber is also compliant. Every steering input and suspension load has to compress and distort that rubber before the chassis responds. That softens feedback, delays response, and allows alignment settings to move under load.
On a serious track car, the bushings can eventually deteriorate badly enough to begin extruding from the control arms. When that happens, alignment and tire life can disappear remarkably quickly.
Spherical bearings eliminate the elastic movement built into the factory rubber bushings. The result is a suspension that reacts immediately and maintains its geometry far more consistently under load.
Steering and chassis inputs no longer have to compress a soft rubber bushing before moving the suspension.
Camber and suspension geometry remain considerably more consistent as cornering loads build.
Keeping the tire where the alignment says it should be helps it work properly and reduces unwanted wear from bushing deflection.
The layer of isolation between the driver and the track is reduced, making the car feel substantially more precise.
Rubber absorbs vibration, noise, impacts, 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 simple: you gain response, consistency, and feedback, while allowing more noise and road texture into the chassis.
Every control arm is treated as an individual assembly. We measure, machine, assemble, and test-fit the system here before your parts leave our shop.
We measure every 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 system, so this is not where we save a few dollars. The conversion is built around premium FK WSSX-T 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 also means you'll 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.
That said, we've run this setup in our own C8 street/track car for more than 35,000 miles, even with 1200 lb springs, and most passengers are surprised by how comfortable the car remains.
We intentionally do not install spherical bearings in the front lower control arms of the C8 Corvette.
The additional stiffness in that location can trigger the C8's electronic-steering vibration strategy and make the steering behavior, well, really crappy.
The good news is that the C8 responds extremely well with the remaining 14 rubber bushing locations converted to monoballs, so the front lower arms remain stock by design.
This price includes the monoball conversion service for the applicable C8 control arms. Remove them from the car, keep the front lower arms at home, and send us the rest.
Remove the applicable control arms from your Corvette and send them to AMT Motorsport.
We remove the original rubber bushings and prepare each individual control-arm bore for measurement.
Each control-arm bore is measured rather than trusting a nominal factory dimension.
We machine the 6061-T6 housings to create the proper fit for your specific control arms.
Bearings, ears, housings, and trunnions are installed and assembled with components machined to tolerances as tight as .0005".
Every assembly is checked in our in-house cradles and custom-machined fixtures before it is returned to you.
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.
We put together a complete look at the manufacturing process behind the AMT monoball system. We're quite proud of how much work goes into these, so here's the whole process.
The 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 using our own in-house cradles and custom-machined fixtures.
Every machined component in the AMT C8 Monoball system is 100% Made in the USA.
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.
