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JusticePete · 02-20-2013, 10:39 PM

Allow me a bit of literary license to explain.

From a level position you have 3" of travel up and 3" of travel down in an arc. With 90 Degrees as the level line 0 degrees as maximum upward travel to 180 degrees and maximum downward travel.

Lower the car 2". 1" of travel up and 5" of travel down. The level line becomes 45 degrees. 45 degrees to 0 degrees up and 45 degrees to 180 degrees down.

Attach secondary arms to the main control arm. There are limits to the travel of these 'multiple' swing arcs before they go into a bind position.

The ideal lowered ride height allows the arms to operate within the constraints of the OEM geometry. This is achieved by controlling travel with higher spring and damping rates.

The half-shaft angle is more clear. Run the CV joints in anything other than a straight line and the amount of friction increases. Friction is heat. Heat liquifies the factory CV lube. The CV boot is designed to keep dust out, but liquified lube is thrown out the seal. The lower you go the more friction you'll have in your CV joints. Remember the illustrative explanation with 90 degrees being the OE center? Dropped 2" the half-shaft spends almost every operation minute between 0 and 90 degrees or is at a higher than OE angle almost constantly. This increases friction. Friction is heat. Liquified lube and heat are a prescription for increased wear.

Pedderised Camaros have been the fastest modern muscle cars at the OPTIMA Ultimate Street Car Invitational since 2009. We ran the first year with ride heights of 660mm and 19" wheels. With 20s we run 672mm. The harder you run the more important the IRS geometry becomes, especially when using all of the track. We found 680mm to be best for the most aggressive driver we put in one of our cars.

At the 2012 OUSCI the Lingenfelter-Pedders L/28 driven by Danny Popp posted the fastest modern muscle car hot lap, even though we broke the drive-shaft coupler. It was the 5th fastest time of the day. The four faster cars did it on their hot laps. We pulled our lap time from a standing start on our warmup lap and broke the drive-shaft coupler as we began or first hot lap.

02-20-2013, 10:39 PM	#9
JusticePete Drives: Camaro Justice Join Date: Jun 2007 Location: Virginia Posts: 20,171	Allow me a bit of literary license to explain. From a level position you have 3" of travel up and 3" of travel down in an arc. With 90 Degrees as the level line 0 degrees as maximum upward travel to 180 degrees and maximum downward travel. Lower the car 2". 1" of travel up and 5" of travel down. The level line becomes 45 degrees. 45 degrees to 0 degrees up and 45 degrees to 180 degrees down. Attach secondary arms to the main control arm. There are limits to the travel of these 'multiple' swing arcs before they go into a bind position. The ideal lowered ride height allows the arms to operate within the constraints of the OEM geometry. This is achieved by controlling travel with higher spring and damping rates. The half-shaft angle is more clear. Run the CV joints in anything other than a straight line and the amount of friction increases. Friction is heat. Heat liquifies the factory CV lube. The CV boot is designed to keep dust out, but liquified lube is thrown out the seal. The lower you go the more friction you'll have in your CV joints. Remember the illustrative explanation with 90 degrees being the OE center? Dropped 2" the half-shaft spends almost every operation minute between 0 and 90 degrees or is at a higher than OE angle almost constantly. This increases friction. Friction is heat. Liquified lube and heat are a prescription for increased wear. Pedderised Camaros have been the fastest modern muscle cars at the OPTIMA Ultimate Street Car Invitational since 2009. We ran the first year with ride heights of 660mm and 19" wheels. With 20s we run 672mm. The harder you run the more important the IRS geometry becomes, especially when using all of the track. We found 680mm to be best for the most aggressive driver we put in one of our cars. At the 2012 OUSCI the Lingenfelter-Pedders L/28 driven by Danny Popp posted the fastest modern muscle car hot lap, even though we broke the drive-shaft coupler. It was the 5th fastest time of the day. The four faster cars did it on their hot laps. We pulled our lap time from a standing start on our warmup lap and broke the drive-shaft coupler as we began or first hot lap.