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RE:Eibachs and Alignment (any fix ?)
The inability to return to stock camber settings is related to the lowering
of the car...what did the Eibachs lower the car 1"? Think about the arc the
suspention goes through from the inboard pivot point i.e. inside of the lower
control arm. The tire wheel combination is higher up its arch of travel. Also
the caster plays in at this point and helps change the toe. With the irs
(independent rear suspention) not Internal Revenue Service, the same thing is
true, but instead of the top of the McPherson strut defining the caster it is
the relationship of the trailing arm pickup points. I would think a little more
negative camber would help the contact patch perform more evenly (from a tire
temp and area in touch with the road surface) and a little toe out would sharpen
the turn in. This should be viewed with moderation for a street car were a race
car would have camber reading in the 2-4 degrees neg area.
Camber plates are a slotted track in the top of the McPherson pickup in the
body that usually allows more negative camber for a race car.
Suspention setup is a science and a black art many books on the subject are
around, maybe look for "Tune to Win" by Carol Smith a great book.
'82 911 SC
'83 Rx-7 SCCA Spec Racer
'86 Jetta GLi (soon to become the right 90q20v, white please)