Best Upper Control Arms for Toyota Tundra & Sequoia

The best upper control arms for the Toyota Tundra and Sequoia restore correct suspension geometry after a lift, add adjustable caster for straight-line stability, and clear the larger tires that a leveling kit or coilover lets you run. Once the front of a 2007–2021 Tundra or 2008–2022 Sequoia is raised past roughly 2.5 inches, the factory upper control arm and ball joint run out of travel — which is exactly when an aftermarket UCA earns its keep. In this guide we compare the SPC Performance adjustable arm against ICON’s Delta Joint tubular and billet kits, with verified specs, fitment, and pricing for every option we stock at NLP Performance in Tampa, FL.

Do You Really Need Upper Control Arms on a Lifted Tundra?

You generally need aftermarket upper control arms once your Tundra or Sequoia front lift reaches about 2.5 to 3 inches. Under roughly 2 inches of lift, the factory arms and ball joints usually stay within their designed operating range. Above that, the independent front suspension (IFS) geometry changes enough that the stock parts start working against you.

When you raise the front end with a leveling kit or a taller coilover, three things happen. First, the upper ball joint rides at a steep angle and can bind at full droop, accelerating wear and risking sudden failure. Second, caster drops below the factory specification, which causes wandering, lazy steering return, and highway shimmy. Third, you lose the ability to dial in good camber and caster at the same time on stock components. A quality aftermarket UCA re-centers the wheel in the well, restores the ball-joint operating angle, builds in caster correction, and opens up the alignment range — letting you run bigger tires and keep full suspension travel.

All of the arms in this guide are engineered for the common 1–3 inch front lift window that covers the vast majority of street-driven and overland Tundra and Sequoia builds. They bolt into the factory mounting points and ship with the ball joint already installed, so there is no pressing required on the arm itself.

The Best Upper Control Arms for the Toyota Tundra & Sequoia

The best Tundra and Sequoia upper control arms balance ball-joint durability, alignment range, and price. Below are the four arms we recommend most often at our Tampa shop, organized by generation. The 2007–2021 Tundra and 2008–2022 Sequoia (2nd-gen platform) share the same arms; the 2022+ 3rd-gen Tundra uses ICON’s newer Delta Joint PRO kits.

1. SPC Performance Adjustable UCA — Best Overall (2007–2021 Tundra / 2008–2022 Sequoia)

The SPC Performance arm is the only fully adjustable option in this guide, and that is what makes it our top pick. Designed, engineered, and assembled in Colorado, the forged-steel arm carries a built-in +1° of caster and adjusts from 0° to +4° of caster and ±2° of camber — so you can recover the alignment a leveling kit pulls out of spec instead of settling for a single fixed correction. The oversized ball joint offers 80° of articulation and is rebuildable with SPC’s 35102 service kit, while the free-pivoting xAxis sealed flex joints in bonded rubber sleeves are maintenance-free and preserve factory ride quality. At roughly 21.5 lbs per pair it is also the lightest arm here.

2. ICON Tubular Delta Joint UCA — Best Daily-Driver Value (2007–2021 Tundra)

ICON’s tubular arm is the value pick for owners who want race-proven durability without the billet price. The CNC-bent 1026 DOM steel arm uses ICON’s patented Delta Joint — a high-angle ball joint that pairs the strength of a factory ball joint with the articulation of a uniball, but in a sealed, greaseable, zinc-plated housing rated for over 20,000 lbs of pull-out strength. That sealing is the key difference from an open uniball: it keeps grit and water out, so the arm stays quiet and low-maintenance as a daily driver. Caster correction is built in and tuned for 1–3 inches of front lift, and the serviceable dual-stage bushings keep noise and vibration down.

3. ICON Billet Delta Joint UCA — Premium Strength (2007–2021 Tundra)

The billet version is for the builder who wants the stiffest, lightest arm available for the 2nd-gen Tundra. Instead of welded steel tubing, it is CNC-machined from 6061 billet aluminum in a hybrid H-beam cross-section that resists bending loads better than a tubular arm while shedding weight. It uses the same sealed, greaseable Delta Joint and built-in caster correction as the tubular kit, so the upgrade you are paying for is the one-piece billet structure and the cleaner, show-quality finish. For aggressive off-road and prerunner builds that see hard impacts, the extra rigidity is worth the premium.

4. ICON Delta Joint PRO UCAs — For the 2022+ 3rd-Gen Tundra

If you own a 2022 or newer 3rd-gen Tundra, you need ICON’s Delta Joint PRO arms — the 2nd-gen parts above will not fit. The Delta Joint PRO is ICON’s next-generation joint with 56% more bearing surface, 90° of articulation (a 14% gain over the standard Delta Joint), and a chromoly ball hardened to Rockwell C55. Best of all, it is fully rebuildable: any component can be removed, inspected, and replaced without buying a whole new joint. You can get it in the value-priced tubular kit or the premium billet kit.

Prefer billet for the new truck? The ICON 2022 Tundra Billet Delta Joint PRO Kit (part 58561DJ, $1,439.95) brings the same rebuildable PRO joint in a CNC-machined 6061 aluminum H-beam arm — the strongest, lightest UCA we stock for the 3rd-gen Tundra.

Tundra & Sequoia Upper Control Arm Comparison

Here is how the four arms stack up side by side. The SPC arm wins on price and adjustability; the ICON arms win on joint articulation and off-road durability. Match the part to your generation first, then to your budget and how hard you drive.

Delta Joint vs. Delta Joint PRO vs. Uniball: Which Is Best?

For a daily-driven Tundra, a sealed Delta Joint beats a traditional uniball because it keeps water and grit out while still articulating like one. A standard uniball is an open spherical bearing; it allows great movement with little bind, but its exposed surface lets in the elements, so it wears, gets noisy, and demands frequent service in a street truck. ICON’s Delta Joint solves that with a carburized one-piece ball-and-stud, a zinc-plated housing, and a grease seal — the durability of a ball joint with the angle of a uniball.

The Delta Joint PRO on the 2022+ arms takes it further: a larger chromoly ball hardened to Rockwell C55, 56% more bearing surface, 90° of articulation, graphite-impregnated sintered races, and a fully rebuildable design. If you want the lowest long-term maintenance and the ability to refresh the joint instead of replacing it, the PRO is the benchmark. The SPC arm takes a different route with a rebuildable factory-style ball joint plus rubber-sleeved xAxis flex joints — the quietest, most OE-like option, and the only one you can adjust.

Tubular vs. Billet Upper Control Arms

Tubular steel arms are the better value, while billet aluminum arms are lighter and stiffer for hard-use builds. ICON’s tubular arms are CNC-bent from 1026 DOM steel — plenty strong for the 1–3 inch lifts most owners run, and several hundred dollars cheaper. The billet arms are machined from a solid block of 6061 aluminum in a hybrid H-beam shape that resists bending forces better than tubing and cuts unsprung weight. For a street truck or mild overland build, the tubular arm is all you need; for a prerunner, desert, or heavy-duty setup, the billet arm’s rigidity and finish justify the jump to $1,439.95.

Installation & Alignment Notes

Plan on roughly one hour per side to install a set of Tundra upper control arms, plus a four-wheel alignment afterward. All four arms bolt into the factory mounting points with the ball joint pre-installed, so no pressing is required on the arm itself. The trickiest part is removing the factory upper control arm bolt — the passenger side in particular can fight you, and penetrating oil plus patience pays off. Because swapping control arms changes both camber and caster, an alignment is mandatory once the new arms are torqued to spec. At NLP Performance we always recommend setting caster toward the high end of spec on a lifted truck to recover the straight-line stability a lift takes away. If you are pairing these arms with a fresh leveling kit or coilover, install everything first, then do a single alignment at the end.