Hi, I kind of have a suspension theory question. Does the height of the spindles really have anything to do with better suspension geometry, or is it the length of the upper control arm (plus mounting location ala Guildstrand type mod) and how much negative camber you can get out of it via the positioning of the spindle? Reason I am asking is I am getting DSE upper control arms and they are supposedly coming out with a new & improved spindle. But if it's not really the height of the spindle that matters, I won't wait for it and just use my stock spindles (with CBB).

Here is another question, if they come out with a taller spindle, won't they have to redesign the upper control arm to get the right camber from the new spindle?

I have read Dave Pozzi's page, but all of this is not clear (to me anyway!)

Thanks!

The angle of the upper A frame is what is important.
If the spindle is taller, that is one way to do it.
If the inner mount is lower, that does it too.
A taller upper ball joint would do it too, but put a lot of stress on the ball joint.

If the upper A frame is shorter, it helps gain some neg camber at the extremes of travel, does not do much within an inch or two of normal ride height.
You can't shorten the upper A frame much without throwing the alignment out of whack.

You can shorten it by the amount of shims on the studs. Guldstrand sells steel eccentric bushings that do that on a stock A frame.
David

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Check my web page for First Gen Camaro suspension info:
David's Motorsports page (http://ourworld.compuserve.com/homepages/David_Pozzi/)
First Gen Suspension Page (http://ourworld.compuserve.com/homepages/David_Pozzi/first_gen_suspension.htm)
67 RS 327 original owner. 69 Camaro Vintage Racer, 65 Lola T-70 Chev SB Can-Am Vintage Racer

Therefore its not the height of the spindle but the angle of it, determined by the length and position of the upper control arm. Therefore if I got DSE control arms that relocate the top of the spindle that is what is important, and not the height of the spindle.

Nope,
You can't move the top of the spindle unless you have a different shape spindle.
What is important is the angle of the upper A frame. On a stock Camaro, the upper A frame is pretty level. What is needed is to have the upper A frame inclined downward toward the center of the car about 2 or 3 degrees. That way the tire will lean inward more when the car leans in a turn.

The DSE upper A frames mount lower on the subframe, similar to the Guldstrand mod, but in slightly different location according to what I have heard from Tony Huttmer. http://www.RaceHome.com/

So the angle of the DSE upper arm changes from stock, to something pretty close to what a Guldstrand mod does. I can only guess at what is different there. Maybe it is slightly lower and/or maybe the two A frame mounting holes are more level to reduce anti-dive.

If you lower the inner mounts, then you can't go back and put a taller spindle on, or you would have to move the inner mount higher up to compensate.

What is really needed is a drop spindle that is also taller, but drop spindles require a very low steering arm because you can't move the steering arm in height without increasing bumpsteer.
The low steering arm on the drop spindle then runs into the tire or wheel unless you use stock size skinny tires.
David

------------------
Check my web page for First Gen Camaro suspension info:
David's Motorsports page (http://ourworld.compuserve.com/homepages/David_Pozzi/)
First Gen Suspension Page (http://ourworld.compuserve.com/homepages/David_Pozzi/first_gen_suspension.htm)
67 RS 327 original owner. 69 Camaro Vintage Racer, 65 Lola T-70 Chev SB Can-Am Vintage Racer

[This message has been edited by davidpozzi (edited 03-22-2002).]