[byndbad914]

got the upper As built for the front - I have seen them done this way before, not totally sure if I am a fan yet. Having a caster adjustment with the clevis, then treating the two rod ends for just camber seems like a slick idea, but I am not totally sold on it. Having two adjustable ends on the upper A (clevis and rod end) means that arm can float up and down until it the jam nuts are tight - it is hard to describe but it seems to me like if one gets loose it could loosen the other and then the arm would just collapse. I can more or less decouple camber and caster with the two rod ends and no clevis, so I may just weld the clevis solid. I can also utilize the lower A to decouple the camber as well.

Not a lot of thought probably gets put to this stuff but when I am at the track, making a caster adjustment without affecting camber is nice - I always have to adjust toe but at least removing one adjustment would be nice. Any time you start rotating the A arms to get caster, then go back and adjust camber, it will pull the pivot at the upright along that angle, so caster is coupled into camber adjustments. Probably no real way around it.

Anyway, pics of the front susp tacked into place. The upper A can be shimmed up (or down with removal) at the upright, just below the large rod cup on the upper, to adjust roll center. Also got the lower As level all around and the final ride height is set. These are 16" wheels and the front tires are 23.5" diam so while they may not seem tucked up in the fender, if I go with 18s for the street they will be up in there another inch. At the front rocker just behind the front tire I measure 6". With some tire squish once it is on the ground probably 5-3/4". The Porsche was around 4.5" or 4.75", so not a whole lot higher than that car was, an inch or so.