Howard removes the strut and the upright. Now the lower arm can have its ball joint broken loose with a puller.
The stock arm is a pretty high-quality piece made of forged aluminum with low compliance bushings for the trailing arm and the pivot. The Tarett Engineering part is CNC machined from billet with zero compliance and low friction spherical bearings. The Tarett lower control arm is adjustable for length so you can adjust camber and track width using standard Porsche GT3 shims. It is also roughly adjustable for wheel well centering. This is important as we will be adjusting anti-squat which will push the wheel back in the wheel well.
The stock trailing arm is forged aluminum and very long. This is good because it minimizes the forward motion of the wheel as it travels which keeps toe change under compression lower. It also reduces dynamic changes in anti-squat geometry. The stock trailing arm has a spherical bearing in on the chassis side.
The Tarett part is adjustable for length and for pivot point height which we will be using to adjust the rear anti-squat. The threads are right and left-handed threaded so the arm length can ve adjusted quickly while the part is on the car.
The OEM toe link is also forged aluminum and high quality with spherical type bearings. The Tarett part is right and left-handed threaded with pinch bolts instead of jam nuts so toe changes can be ultra-fast and accurate. You don’t need to consider jam nuts and thread backlash when adjusting the toe this way. Anyone who has had to adjust the alignment quickly under track conditions can appreciate nice touches like this!
The Tarett rear anti-sway bar is 19.1mm vs the stock 18.5 mm in diameter and like the factory bar it is tubular. The diameter difference makes the Tarett bar between 20-25% stiffer than stock.
