Inspection: Really well engineered control arms. Visual inspection showed a quality constructed control arm that despite its robustness, was a bit lighter in weight than the OE control arms. Now I will say the decals look nice, but the adhesive is poor and they were pealing up, straight out of the box. So all the decals were removed. Instructions: The instructions are well written and include a convenient tool list for installation. Be warned though, they do NOT include necessary tools to remove your dampers/coil-overs. This delayed my install slightly, because I did not have proper tooling to remove the large lower coil-over bolt that attaches to the lower control arm. Assembly: For the most part, there is not much to do to prepare the control arms for installation, but you do need to install the bushings and the grease nipples. This is where I knocked a star off. The assembly instructions indicated straight grease nipples, but the kit includes 90-degree grease nipples, which makes greasing the control arms much easier, but tolerances in hole position and gussets, forced me to have to grind some clearance into one of the gussets to properly install the grease nipple without it binding on the gusset. Minor set-back that probably delayed installation maybe 15-20 minutes and messed up the pretty finish on the control arms. Installation: Installation went smooth with the aid of the instructions. Besides inadequate tooling for working on large trucks and taking frequent breaks to get out of the heat and sun, I was able to knock out the installation in a few hours. It would certainly be advantageous to have an extra set of hands when assembling the uni-ball pivot to the spindle, because it is challenging to make sure the metal spacers are all seated properly and thread the thru-bolt. During my first attempt attaching the spindle to the control, one of the metal spacers actually caught the snap-ring that retains the uni-ball, which prevented it from seating by maybe an 1/8', so it was bearly noticeable. Having a second set of hands hold the metal spacers onto the uni-ball bearing while threading the thru-bolt would ease this task. Driving Perceptions: As an avid race car driver, I often drive my truck in the same fashion, whether it's on the asphalt or on dirt. On the pavement, there is definitely more front grip, as I can rotate the truck much easier (ie. creating more slip angle at the rear tires to rotate the truck through a corner). That is driving the wheels off the truck through. For casual street driving, I did not notice any preserved differences, except that I now have more tire rubbing. This makes sense though, as the Camburg control arms push the upper pivot towards the rear to gain castor, so this positions the tire closer to the rear of the fender well. Lower offset wheels and spacers that increase the scrub radius will only make the rubbing worse. I would anticipate slightly better tire wear with the added castor but that is yet to be determined. On the dirt, I could not tell any significant difference in the truck's handling. I was still able to beautifully balance the truck in a 4-wheel drift, in the same fashion as the OE arms, so no significant change. In theory there should be added grip from the additional caster, but I could not sense that in my off-road hooning.
Reviewed by: Bryan from Texas on 6/8/2018