This procedure addresses a repair request for front strut mounts on a 1966 Corvette, but this vehicle uses an independent front suspension with upper and lower control arms, coil springs, and ball joints—not struts. This procedure covers upper control arm bushing and shock absorber mount inspection.

Warnings

Tools required

Parts

• Upper shock absorber mount bushings × 2 — Use OEM specification
• Upper control arm bushings (if worn) × 2 — Use OEM specification
• Upper ball joint (if worn) × 2 — Use OEM specification

Preparation

1. Park vehicle on level, solid concrete surface and engage parking brake
2. Place wheel chocks behind rear wheels
3. Loosen front wheel lug nuts (1/2 turn) while vehicle is on ground
4. Apply penetrating oil to upper control arm pivot bolts, shock absorber upper mount nuts, and upper ball joint castle nut
5. Raise front of vehicle with floor jack under center front crossmember
6. Place jack stands under frame rails behind front wheel wells at factory jacking points
7. Remove front wheels completely
8. Mark alignment of upper control arm cam bolts to frame with crayon or paint pen for reference during reassembly
9. Disconnect battery negative terminal to prevent accidental horn contact during work

Procedure

1. 1

   Support lower control arm
   Position floor jack under lower control arm ball joint area to support the weight of the control arm and compressed coil spring. Raise jack until it just contacts the lower control arm with slight upward pressure. The spring is under load and the jack must remain in place throughout this procedure.
2. 2

   Disconnect upper ball joint from spindle
   Remove cotter pin from upper ball joint castle nut. Using a socket and breaker bar, loosen the castle nut but do not remove it completely—leave it threaded on 2-3 turns to protect threads. Strike the steering knuckle boss adjacent to the ball joint stud sharply with a brass hammer to break the taper free. Alternatively, use a ball joint separator tool. Once free, remove castle nut completely and lift upper control arm away from spindle.
3. 3

   Remove shock absorber upper mount
   Locate the upper shock absorber mount where the shock attaches to its frame bracket. Remove the upper shock mounting fasteners (verify exact count and type against a 1966 Corvette factory service manual—often a stud/nut or bracket bolts). Note the sequence of any washers or rubber bushings for reassembly. The shock can then be detached from the upper bracket; it is a separate tube shock and does not pass through the center of the coil spring.
4. 4

   Install coil spring compressor
   With the lower control arm still supported by the floor jack, carefully install a coil spring compressor through the center of the coil spring. Ensure the compressor hooks engage at least 2 full coils at both top and bottom, positioned 180 degrees opposite each other. Tighten the compressor gradually, alternating between the two compression rods to maintain even pressure. Compress the spring until it is loose enough that you can slowly lower the floor jack under the lower control arm without spring tension.
5. 5

   Lower control arm and remove spring
   With spring fully compressed by the compressor tool, slowly lower the floor jack supporting the lower control arm. The coil spring and compressed spring assembly can now be carefully removed from between the upper and lower control arms. Set aside in a safe location where it cannot roll or fall.
6. 6

   Remove upper control arm pivot bolts
   The upper control arm is secured to the frame with 2 pivot bolts that pass through eccentric cam washers for alignment adjustment. Note the exact position of the cam orientation (you marked these earlier). Using a socket and wrench, remove both front and rear upper control arm pivot bolts. The arm can now be removed from the vehicle. These bolts may require significant force or heat if seized.
7. 7

   Inspect and replace upper control arm bushings
   Examine the rubber bushings at the pivot points of the upper control arm. Look for cracks, tears, deterioration, or excessive play. If worn, the bushings must be pressed out and new ones pressed in using a hydraulic press or bushing service kit. This may require removal to a machine shop if you lack a press. Also inspect the upper ball joint for wear by checking for vertical or horizontal play in the stud.
8. 8

   Inspect shock absorber and mount bushings
   Examine the shock absorber body for fluid leaks and test compression/extension resistance. Check the upper mount rubber bushings for cracking, compression set, or deterioration. Replace the shock absorber if leaking or ineffective. Replace upper mount bushings if hardened or damaged.
9. 9

   Reinstall upper control arm
   Position the upper control arm (with new bushings if replaced) back into the mounting location on the frame. Insert the front and rear pivot bolts with eccentric cam washers aligned to the marks you made during disassembly. Thread bolts in but leave them loose enough that the arm can still pivot—final torquing will occur with vehicle weight on suspension.
10. 10

    Reinstall coil spring and shock absorber
    With the spring still compressed in the spring compressor, carefully position the spring assembly between the upper and lower control arms in the correct orientation. Raise the floor jack under the lower control arm gradually to compress the suspension and seat the spring into the upper and lower spring pockets. Ensure the spring end tangs locate properly in the pocket notches. Reattach the tube shock absorber to its lower control arm mount and upper frame bracket per the factory configuration (the shock is mounted separately, not through the center of the spring).
11. 11

    Install shock upper mount and release spring compressor
    From the engine compartment, install the shock absorber upper mount bushings, retainer, and nut onto the shock stem. Tighten the nut securely. With the shock secured and the suspension compressed by the floor jack, carefully and gradually release tension on the coil spring compressor. Once all spring tension is released to the control arms, remove the spring compressor tool completely.
12. 12

    Reconnect upper ball joint to spindle
    Position the steering knuckle so the upper ball joint stud aligns with the hole in the top of the spindle. Install the castle nut on the ball joint stud. The taper should draw into the spindle bore as you tighten. Torque to the factory specification (verify exact value in the 1966 Corvette service manual), then advance the nut to the next slot if needed to align the cotter pin hole—do not back off. Install a new cotter pin through the castle nut slots and ball joint stud hole. Bend cotter pin ends to secure.
13. 13

    Torque upper control arm pivot bolts with suspension loaded
    With the floor jack still supporting the lower control arm at ride height (simulate normal vehicle weight), torque the upper control arm front and rear pivot bolts to final specification. This is critical—tightening these bolts with the suspension hanging will pre-load the bushings incorrectly and cause premature failure.
14. 14

    Repeat procedure for opposite side
    Perform steps 1 through 13 on the opposite front suspension to complete both sides. Suspension components should be replaced in pairs to maintain balanced handling characteristics.

Reassembly

1. Reinstall front wheels and hand-tighten lug nuts in star pattern
2. Lower vehicle to ground and remove jack stands
3. Torque wheel lug nuts to specification in star pattern with vehicle on ground
4. Reconnect battery negative terminal
5. Bounce front end of vehicle several times to settle suspension components
6. Re-check all fasteners for proper torque after settling suspension

Verification

• Start engine and turn steering wheel lock-to-lock while stationary to verify no binding or interference
• Test drive vehicle at low speed in a safe area, listening for any unusual noises from front suspension
• Check for proper steering return to center after turns
• Verify no vibration or looseness felt through steering wheel
• IMMEDIATELY schedule a professional front-end alignment before highway driving—improper alignment can cause tire wear and handling instability
• After 50-100 miles, re-torque all suspension fasteners and re-check alignment

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