Charlie Moua
2026-04-19T13:20:55-05:00

Link to Control arm

TSX CL7 / Accord CL9 Upper Control Arm

☆ Sealed pillow ball bushings&nbsp;

☆ Low profile balljoint for adjustable camber -2 to -6 (depending on ride height)&nbsp;

☆ Steel spacers for adjustable caster +6 to +7.5

☆ 1020 steel construction

☆ Protective coating&nbsp;

☆ TIG weld by AWS D17 aerospace certified welder

☆ Powder coat optional - See FAQ

☆ Optional 60 days split payment with manual invoice - email info@doryokumfg.com

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Engineering Design Notes&nbsp;

● We to start with a minimum -2 camber (at moderate ride height) and allowing to over -6 camber depending on ride height. Most aftermarket camber kits start off at a 0 setting and only give you up to -3.&nbsp;

● Caster can be adjusted in 3 setting, low, medium, high which will range from approximately +6 to +7.5

● We selected a larger pillowball bushing which has more bearing surface are to provide more dynamic load without over working the bearing.&nbsp; Pillow ball bushings are seals to retain grease &amp; repel debris to ensure maximum life.&nbsp;

● Made in the USA. We think long-term &amp; sustainability when sourcing balljoints &amp; bushings not only for these arms but future arms (Civic, Integra, Prelude, S2000, Miata) so that we reduce risk exposure to tariffs, reduce risk of global supply chain issues &amp; better quality control.

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TSX Problem

In the early stage of our TSX build we started off with the Skunk2 camber kit which provided only +2 caster, -2.5 to -2.7 camber. The Skunk2 balljoint plate did slip a few times on track. We wanted to get more camber, caster &amp; address slip issues.

Doryoku Solution&nbsp;

We started testing custom arms that allowed us to run up to -5 camber and +8 caster. Over time we dialed our car to -3.9 camber and +7.5 caster. We have been running this setting for the past year of racing. Our arms uses SPC ball joint &amp;&nbsp;27mm nut which is torqued to 120 ft lbs. and has never slipped.&nbsp;

Testing Process

After 1 year&nbsp; &amp; +100 hours of track testing which consisted of +60 hours of racing conditions, hitting curbs, going off track, contacts with barriers and cars &amp; +6 drivers on the endurance team.&nbsp; We wanted to make sure these arm took the abuse &amp; performed. The results speak for themselves earning several podiums. No issues with balljoint slip, no clearance issues with shocktower, excellent tire wear. Several drivers provide data points, feedback and when it comes to the front end ...&nbsp;

“... it (front) turns like a S2000”

“... yeah, high speed stability …. non-issue”

“... I like.... stock caster so trassssh”

For context, the Hero Time Racing TSX general specs:&nbsp;

2,600lbs (full fuel &amp; no driver) with 215whp

Penske coilover on 16k front and 12k rear springs

No aero

17x10 on 255 200tw tires

Wilwood 12.2" rotor &amp; Wilwood SuperLite&nbsp;

Volvo power steering pump&nbsp;&nbsp;

Final Thoughts&nbsp;&nbsp;

● We designed these to be for our race car and our car only. I floated the idea of maybe offering a milder UCA to the public but I wanted to be fair to our clients who believe in us/see how we perform &amp; assure them they would get the best that we could offer. We went back to the V1 design to simply make it more adjustable.

● These UCA changed the behavior of the TSX. I own several track FWD Hondas, track S2000 and track Miatas and the turn-in is much sharper, making high speed maneuvers/passes significantly more stable &amp; planted without aero and more corner grip without the need of adding excessive camber.

● In track competition,&nbsp; it's rare for teams to sell what they designed specifically to give them the advantage over others. As we continue to find new ways optimize the car, it allows us to release some of our earlier parts.&nbsp;