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| Howard uses a spring compressor to remove the rear stock upper spring seat and mount from the shock. A nice professional spring compressor is ideal when compared to the air impact and let fly across the floor technique! |
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| The Cusco lower arm will enable us to rough out our alignment, mostly getting rid of excessive rear camber for now. We are waiting for Cusco to come out with all of their adjustable links which are nearing availability very soon. This will give us a lot of adjustability options and enable us to get rid of a lot of the compliant rubber. You might be wondering about the adjustable Whiteline bar you can see peaking out in the picture. We will cover that in a later edition as their are a few different options form Whiteline for this car. |
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| Our car is quite low with the KW Suspension. At this point we had raised it up slightly from KW's base settings. To rough out our alignment we took the car to Westend Alignment to get the car where we would not kill the tires driving the car to SEMA. |
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| We set our rear camber at 1.5 degrees negative and put the front camber at 3 degrees negative. Here Chris is checking the camber with a bubble gauge. Using old school measuring techniques is usually more accurate than using automated alignment machines with lasers. This is one of the reasons why we align competition cars with manual measurement as well. |
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| Chris adjusts the camber by turning the sleeve on the Cusco lower control arm. Having a sleeve really speeds adjustments as you do not have to disconnect the spherical bearing from the chassis to turn it. If you ever have had to set up the chassis on a car that simply has the bearings screwed into the arm, you will appreciate this feature! |
