In the front, after the car was lowered the anti-dive geometry became pro-dive because in stock form the 987 has very little anti-dive geometry. We fixed this to be more neutral by raising the front pivot point of the tension rods using the Tarett adjusting spacers.
Now it was time to finish off our suspension installation with precision alignment. We went to West End Alignment as their business is motorsports level chassis set up. It is also great that they are about a mile from our shop. Chris Nishimura starts our alignment by spraying a white stripe on our tires.
Next, he scribes a thin white line down the middle of each stripe.
The thin line will be used to measure toe very accurately.
Next Chris measures the rear camber starting in the rear.
The Tarett arms can be adjusted for camber using shims but we used the length adjustment to push the car’s wheels outward to make the rear track as wide as possible. A wide track increases the amount of grip at that end by reducing the weight transfer to the outward tires and using the inside tires more. It also looks good. Lengthening the arim is a better way to do this than using spacers if you have the ability to do so. Longer arms have less side scrub and in the case of a strut car, better camber gain. With the gross camber and track width set with the shims, we did the fine adjustment using the factory eccentrics. Following the advice of some successful Cup Car racers using the same tires, we set the camber and 3 degrees negative.