Actually, the lower link inclination, unless really severe(?) won't have a whole lot of influence on bind in roll, at least not with a three link. The lower inclination is important for a couple of really important factors, but as with everything, there isn't only "one" right answer. One very important aspect for the LCA inclination, however, is how the suspension will behave in bump. If the LCA's are angled downward from the rear of the car towards the front (as viewed from the side), then the car will probably be pretty harsh over bumps, in this situation, the differential will need to move forward as it rises. The only analogy I have for this one is a shopping cart: every once in a while, you can get the front wheels turned the opposite direction but still able to move forward. Hitting a small bump jolts the cart big time, the same thing would happen in the above LCA example.
Regarding the question of ride height, the toughest configuration to deal with is low ride heights, it makes the suspension geometry the most difficult to package and still get good behavior. Raising the car will cause the LCA's to be more inclined, and at a point, you'd want to change them to the upper locating hole (we have all of the goods for adjustment, etc, in the install instructions) to bring the angle back down a bit. It is not overly sensitive on our setup relative to other kits, in that we use really long control arms, so angular changes happen a lot slower (by design). Regardless, we included the other hole to accomodate a variety of ride height choices.
Spring/shock travel is not an issue either, in any ride height, there is plenty of travel in either direction, unless you want to go off-roading, which we wouldn't recommend.
Not sure I answered everything, if I overlooked something, let me know and I'll do my best.
Mark
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