2001 Chevy Camaro Z28 - Lateral Traction

Before We Hit The Track, Black Betty Gets A Major Suspension Upgrade From Global West

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CP: What is the purpose and benefit of your antisquat kit?
DN: Antisquat kits provide additional holes for bolting the lower control arm to the rearend. Generally, this is to lower the arm at the rearend which, in turn, changes the way the car will apply power to the ground. It is a tool you will use for fine-tuning the suspension, especially if the car is lowered. In most cases, when you lower a third- or fourth-gen Camaro (depending on how low you go), the angle of the lower control arm is pointing down toward the front of the car. This is undesirable for traction. Adjusting the lower arm at the rearend by moving the attachment to a lower location reestablishes a better lower-arm angle and brings back traction.

CP: We understand that subframe connectors control chassis twist, but what other benefits to they provide?
DN: Subframe connectors provide additional structure for safety in case of an accident, and depending on the location of where the subframe begins and terminates, the frames can tie into the pickup points of a rollcage. They greatly reduce flex in the unibody and, on T-top cars, they reduce rattles and even leaks and, for performance driving, they transfer load quicker for improved transitions during cornering.

CP: Many aftermarket suspension companies use larger sway bars with their kits but, on your fourth-gen system, you went with the stock sway bars. What's the main reason for that?
DN: For a lot of the newer applications, the factory sway bars are generally big enough. In many cases, the springs, especially the fronts, are too soft. The manufacturers increase the cornering ability by adding roll stiffness through the larger sway bar. This is fine, however, sway bars only work in cornering and do nothing for straight-line deceleration (nosedive). Going to a bigger bar still won't help that condition, and you can get into a situation where the bar lifts the inside tire because of excessive roll stiffness. Our program is designed to increase the spring rate in the front to reduce nosedive, which will improve braking and cornering ability. This doesn't mean the car will go ridged. What we are going to do is raise the envelope of the car's handling ability. Going to a race spring increases it even further. The question is, at what level of the performance envelope do you what to be?

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