I'm happy to ready that you've selected MOOG as your supplier. The car in my SIG is the second Caprice I've rebuilt the entire front end with MOOG components, and I couldn't be happier with the quality, and life of the components.
BUT I particularly wanted to mention what I found when doing my current ride approximately 2 years ago. After getting everything installed and the front end aligned, I drove the car as usual, and not long after the first ride or two, I heard this 'Clunk' and could even feel this thru either my foot on the gas or brake pedal!
Long story short, the upper ball joint studs were approximately 1/2" longer than necessary. I didn't really think about it at the time when unboxing the parts, and the plastic bag containing the castle nut, cotter pin, and zerk fitting also contained a bunch of flat washers; maybe 6. I thought it strange that they would package so many, but then installed them using just one on the castle nut side.
I can only assume that since those joints can be used on other vehicle applications, that was the reason for the BJ stud design.
I found the problem one day, after I had exhausted other things to check.
I removed the lower arms two times, thoroughly going over everything with a fine tooth comb, and couldn't find the root cause.
Then finally, I had the car on jack stands, and the wheels removed, and noticed that the upper control arms were pulled away from the spindles by that 1/2" I wrote earlier. The cause of the clunk was after the upper arm had pushed the BJ stud thru the spindle fully, and it was under spring pressure, and after exiting my driveway, or going over a speed bump or something, and it was being pushed out of the spindle because of that 1/2" distance that wasn't taken up with the additional flat washers supplied.
This must have been a redesign of the BJs because I didn't have this problem with my 9C1 that I did the front end over in the spring of 2004.
I wasn't wild about the thought of so many flat washers to eliminate the excessive clearance, so I went ahead and bought a set of AC-Delco joints, and haven't had a problem since.
So, keep this in mind when you assemble your front end components. This would also be the time to possible use different zerk fitting to make it easier to grease the components. I think I installed a few 45' or 90' fittings in place of the straight zerks.
Lastly, I also have a set of Airlift bags, with the tubing and hardware to install, if you are interested in having the ability to have additional load carrying capacity if you so please.
I didn't like how the rear drop springs had lowered the car too much for my liking, so I installed the bags. I then decided I'd rather have the rake designed into the suspension, and not have to rely on the air bags, so I bought a set of stock height Impala springs.
Clear Image Tri-Ys & Hi-Flow cats >> 2.5" X-Pipe & Magnaflow Tri-Chambers, Mike Harris 4L60E, Circle-D 2,400 RPM TC, All MOOG FT End & Del-A-Lum bushed MOOG CTRL Arms, Eibach FT & New Stock HT rear springs. Hotchkis Sway Bars & End Links, RAISS, 3.73 Gears in Eaton carrier, Dynoshaft & CIA Loop, BMR Trailing Arms, Braided Brake Hoses, Taylor Spiro-Pro Wires, AutoMeter Water Temp & Oil PSI Gauges, Impala Console. ATE Blue Brake Fluid. Skip White distributor. 20's, Z28 Cluster, Corbeau GTS Seat