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Suspension / Brakes / Chassis All suspension, brakes and chassis discussions.

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Old 06-15-2012, 11:57 AM   #26
TornadoSS
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Originally Posted by JusticePete View Post
There isn't much left to look at.

The guys with the corner weights are on to something and it ties into ride height. The lowest rear ride height wheel will have the least amount of weight. The The tallest, longest will carry more weight. Using corner weighting scales you will be able to get and even load across the two rear wheels which will help keep them straight. I know you are on coils and not coilovers, but you can shim the upper strut mount plate Getting a good accurate rear ride height measurement is a good place to start.

The root cause of your IRS instability will eventually be traced back to the OEM sub-frame bushes. Brace or no brace they are still moving. Switch them out to Pedders EP1201HDs and bolt your brace back in place. Run a few tests. If they are not better I will refund your purchase price and you can keep the bushes. I am able to make an offer like this for two reasons. First, I have a vague idea that it will work and two, most of the people here on C5 are true enthusiasts and I can depend on their integrity.

Even with the EP1201HDs installed, we still want to corner weight and adjust the alignment after to squeeze out every 10th and there might be one or two more tricks we can apply to your car.
Thanks guys! I will double check ride height tonight and post. Question - how do I adjust the suspension when corner balancing? Shims? I am interested in the subframe bushings, just not ready to tear back into it yet. Thanks for all the great info!
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Old 06-15-2012, 12:46 PM   #27
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Originally Posted by TornadoSS View Post
Thanks guys! I will double check ride height tonight and post. Question - how do I adjust the suspension when corner balancing? Shims? I am interested in the subframe bushings, just not ready to tear back into it yet. Thanks for all the great info!
Shims between the upper rear strut mount. Some have cut them out of aluminum.

You could go all in and bolt on 2/10th in the 60'...

http://www.detroitnews.com/article/2...ros-multi-task


Lingenfelter carries out testing of its 5th Gen Camaro Drag Race Suspension Kit, which is designed not only for the drag strip, but also for autocrossing and daily street driving. (Lingenfelter Performance Engineering)



Get 500 people and their late-model Chevrolet Camaros together, and it can be an eye-opening experience, even for someone well-versed in such things.

It was about a year ago that Mike Copeland, operations manager for Lingenfelter Performance Engineering, attended an event in Arizona hosted by Camaro5.com, a website focused on the rebirth of Chevrolet's modern muscle car.

"It was amazing to me to look at the demographics," Copeland said. "There were people there from 22 years of age through 60 years of age and of their 500 Camaros, there couldn't have been more than two that were still stock. Everybody was modifying them."

That is good news for companies such as Lingenfelter. The company has been producing high-performance parts for Camaros, Corvettes and other vehicles for going on 35 years. Based in Decatur, Ind., Lingenfelter Performance Engineering was founded by the late drag racer John Lingenfelter and is now run by his cousin Ken, a Detroit-area businessman and car collector.

"They sell 100,000 Camaros a year," Copeland said. "There's a large number of those people who are willing to modify their cars."

But, he added, where in decades past someone might modify his or her Camaro specifically for autocrossing or drag racing, now those car owners want to be able to do both exercises — and still use their car for daily driving.

To help make that possible, Lingenfelter has launched its 5th Gen Camaro Drag Race Suspension Kit, which is available in two versions. The kit is designed for 2010 or newer Camaros, cars, Copeland said, that their owners aren't ready to or cannot afford to turn into all-out racers.

One version of the suspension kit retails for $4,495 and includes Lingenfelter by Pedders double adjustable drag racing shocks and custom Lingenfelter by Pedders coil springs for front and rear wheels.

The complete package, priced at $6,750, adds several special rear suspension parts: adjustable trailing arms, adjustable forward tie rods, adjustable stabilizer bar end links, a 1-inch tubular adjustable anti-sway bar, differential bushings, aluminum rear cradle bushings, and an underbody chassis brace.

"Typically, when you design a drag race suspension, it's only good for drag racing," said Copeland. "But these are double adjustable so you can still have a good handling street-driving car and go to the autocross one weekend and to the drag strip the next weekend.

"If you were going to do a full-out road-racing car, these are not the shocks for you. But if you want to road race one week and drag race the next week, these are for you."

Yes, he said, engineering such a setup was a lot more work to extend shock travel and fine-tune shock valving. The hardware is designed for standard-weight cars (not for specially lightened, racing-only modified vehicles).

It also enables ride height changes without affecting spring preload or overall shock travel.

Copeland said Lingenfelter equipped its 2010 Camaro "shop car" with all the competitive aftermarket suspension kits. "We were able to make the car two-tenths of a second faster just by changing to our shocks and struts," he said.

"Typically, people with new Camaros focus on one of two things — performance or aesthetics. People who want the look will do a body kit and wheels and tires, and then suspension. People who focus on performance will do engine upgrades — such as superchargers — and then they'll typically go the suspension next."

Either way, he said, Lingenfelter's suspension setup can be part of the package.

See www.lingenfelter.com for details.

Larry Edsall is a Phoenix-based freelance writer. You can reach him at ledsall@cox.net.

From The Detroit News: http://www.detroitnews.com/article/2...#ixzz1xsYIfmTx

Posted with the permission of the Detroit News

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Old 06-15-2012, 01:58 PM   #28
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Quote:
Originally Posted by JusticePete View Post
Shims between the upper rear strut mount. Some have cut them out of aluminum.

You could go all in and bolt on 2/10th in the 60'...

http://www.detroitnews.com/article/2...ros-multi-task


Lingenfelter carries out testing of its 5th Gen Camaro Drag Race Suspension Kit, which is designed not only for the drag strip, but also for autocrossing and daily street driving. (Lingenfelter Performance Engineering)



Get 500 people and their late-model Chevrolet Camaros together, and it can be an eye-opening experience, even for someone well-versed in such things.

It was about a year ago that Mike Copeland, operations manager for Lingenfelter Performance Engineering, attended an event in Arizona hosted by Camaro5.com, a website focused on the rebirth of Chevrolet's modern muscle car.

"It was amazing to me to look at the demographics," Copeland said. "There were people there from 22 years of age through 60 years of age and of their 500 Camaros, there couldn't have been more than two that were still stock. Everybody was modifying them."

That is good news for companies such as Lingenfelter. The company has been producing high-performance parts for Camaros, Corvettes and other vehicles for going on 35 years. Based in Decatur, Ind., Lingenfelter Performance Engineering was founded by the late drag racer John Lingenfelter and is now run by his cousin Ken, a Detroit-area businessman and car collector.

"They sell 100,000 Camaros a year," Copeland said. "There's a large number of those people who are willing to modify their cars."

But, he added, where in decades past someone might modify his or her Camaro specifically for autocrossing or drag racing, now those car owners want to be able to do both exercises — and still use their car for daily driving.

To help make that possible, Lingenfelter has launched its 5th Gen Camaro Drag Race Suspension Kit, which is available in two versions. The kit is designed for 2010 or newer Camaros, cars, Copeland said, that their owners aren't ready to or cannot afford to turn into all-out racers.

One version of the suspension kit retails for $4,495 and includes Lingenfelter by Pedders double adjustable drag racing shocks and custom Lingenfelter by Pedders coil springs for front and rear wheels.

The complete package, priced at $6,750, adds several special rear suspension parts: adjustable trailing arms, adjustable forward tie rods, adjustable stabilizer bar end links, a 1-inch tubular adjustable anti-sway bar, differential bushings, aluminum rear cradle bushings, and an underbody chassis brace.

"Typically, when you design a drag race suspension, it's only good for drag racing," said Copeland. "But these are double adjustable so you can still have a good handling street-driving car and go to the autocross one weekend and to the drag strip the next weekend.

"If you were going to do a full-out road-racing car, these are not the shocks for you. But if you want to road race one week and drag race the next week, these are for you."

Yes, he said, engineering such a setup was a lot more work to extend shock travel and fine-tune shock valving. The hardware is designed for standard-weight cars (not for specially lightened, racing-only modified vehicles).

It also enables ride height changes without affecting spring preload or overall shock travel.

Copeland said Lingenfelter equipped its 2010 Camaro "shop car" with all the competitive aftermarket suspension kits. "We were able to make the car two-tenths of a second faster just by changing to our shocks and struts," he said.

"Typically, people with new Camaros focus on one of two things — performance or aesthetics. People who want the look will do a body kit and wheels and tires, and then suspension. People who focus on performance will do engine upgrades — such as superchargers — and then they'll typically go the suspension next."

Either way, he said, Lingenfelter's suspension setup can be part of the package.

See www.lingenfelter.com for details.

Larry Edsall is a Phoenix-based freelance writer. You can reach him at ledsall@cox.net.

From The Detroit News: http://www.detroitnews.com/article/2...#ixzz1xsYIfmTx

Posted with the permission of the Detroit News

Nice setup! I think it would cost me a divorce on top of the cost of that lingenfelter kit! Lol! Maybe someday.
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11.57 @ 126.8 mph with a crappy 1.80 60'.....still learning to drive....M&H DR's and skinnies on 17" Welds.
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Old 06-15-2012, 02:01 PM   #29
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Nice setup! I think it would cost me a divorce on top of the cost of that lingenfelter kit! Lol! Maybe someday.
Good things sometimes require sacrifice
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Old 06-15-2012, 05:24 PM   #30
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Good things sometimes require sacrifice
Lmao! I like that.

Ok, here are the measurements on the rear ride height - both sides are at 661.987 mm. The difference is not even measurable on a tape.
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11.57 @ 126.8 mph with a crappy 1.80 60'.....still learning to drive....M&H DR's and skinnies on 17" Welds.
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Old 09-08-2012, 08:37 AM   #31
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Did you get this worked out? I'm having the same problem after doing all the bushings, trailing and toe arms. My car starts going all over the place when i get in boost. Normal driving is fine. I'm trying to find a decent place to do a alignment today
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Old 09-08-2012, 09:51 AM   #32
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Did you get this worked out? I'm having the same problem after doing all the bushings, trailing and toe arms. My car starts going all over the place when i get in boost. Normal driving is fine. I'm trying to find a decent place to do a alignment today
Still have not aligned it, I am still taking things apart in rear to get to other parts. Will be doing alignment again in next few weeks as I while be slapping DR's on. still wiggles under hard acceleration for now.
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Gforce Engineering Drivetrain, ECS 1500 Supercharger, TSP Cam, Alky Controls Meth single nozzle. 91 octane, 698 RWHP 625 rwtq. 4200#+, Tuned by Justin "Justune" Kalwei
11.57 @ 126.8 mph with a crappy 1.80 60'.....still learning to drive....M&H DR's and skinnies on 17" Welds.
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Old 09-08-2012, 10:06 AM   #33
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Maybe i missed it, but you are still running the OEM subframe bushings with no inserts correct?
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Old 09-08-2012, 11:09 AM   #34
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Maybe i missed it, but you are still running the OEM subframe bushings with no inserts correct?
Correct, but I run the Hotchkis chassis max undercar brace. Zero wheel hop issues. I may still be getting some movement. Subframe bushings are in the near future though.
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Gforce Engineering Drivetrain, ECS 1500 Supercharger, TSP Cam, Alky Controls Meth single nozzle. 91 octane, 698 RWHP 625 rwtq. 4200#+, Tuned by Justin "Justune" Kalwei
11.57 @ 126.8 mph with a crappy 1.80 60'.....still learning to drive....M&H DR's and skinnies on 17" Welds.
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Old 09-08-2012, 11:21 AM   #35
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Bushings are what you want, that will likely fix the issue.

I just posted a couple video's of the two types of bushings that we offer.
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Old 09-08-2012, 11:22 AM   #36
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EP1200 Rear Cradle Bushing Inserts



EP1201 and EP1201HD Rear Cradle Bushings
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Old 09-08-2012, 11:23 AM   #37
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Corner balancing certainly fixed me up... and I was in the process of getting some Pedders bushings when I sold the car.
http://www.camaro5.com/forums/showthread.php?t=139356
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