Custom Suspension Tuning

After lowering the car to improve the center of gravity (CoG), the geometry of the front lower control arms (LCAs) was significantly altered. The modification introduced a 17-degree deviation from the factory LCA angle, negatively affecting suspension kinematics, including camber gain and roll center height.

To correct this misalignment, I installed a custom-machined LCA spacer designed to restore the arm's angle closer to the original specification. The spacer successfully reduced the angle deviation to just 2 degrees, bringing the LCA geometry back within 5 degrees of horizontal—close to the factory baseline. This adjustment significantly improved front-end response and helped recover the handling balance lost from the altered suspension geometry.

After lowering the car, I experienced noticeable bump steer caused by mismatched arc paths between the lower control arms and tie rods. To correct suspension geometry and restore the front roll center, I installed an LCA spacer to bring the control arm angle closer to factory specification. While this successfully improved control arm geometry, it significantly worsened bump steer by raising the outer tie rod mounting point, further increasing the arc mismatch. This resulted in an unstable toe-out condition under compression, which was confirmed through video analysis during dynamic testing.

To address both steering response and arc misalignment, I installed a faster-ratio Lexus power steering rack, reducing input from 3.5 to 2.74 turns lock-to-lock. I also integrated a variable assist solenoid and controller module, allowing reduced assist at higher speeds for improved stability while retaining light steering effort at low speeds for easier maneuverability.

The next step was sourcing compatible tie rod components. After extensive research, I identified a factory Dodge inner tie rod that matched the required thread and length specifications. To further improve arc alignment, I replaced the outer tie rods with heim joint ends, allowing me to lower the pivot point on the knuckle and better match the arc of the control arm. This adjustment brought the arc swing within 4 degrees of factory specification.

To mount the heim joints to the OEM knuckle’s 7-degree taper, I sourced a Corvette tie rod-to-heim joint spacer with the correct taper angle but a larger base diameter. Using a custom taper reamer, I enlarged the knuckle bore to accommodate the new hardware.

This modification reduced bump steer significantly and restored the front suspension geometry very close to factory alignment—resulting in dramatically improved stability, steering predictability, and chassis confidence under dynamic conditions.

IIn the meantime—while I wait to have my custom heim-jointed lateral links milled—I sought a cost-effective solution to improve rear suspension performance. My goals were to raise the rear roll center closer to stock, increase rear track width for improved traction and reduced lateral weight transfer, and gain additional camber adjustment capability.

After extensive research, I identified an OEM-compatible option from a Chevy platform that met all of these requirements. To integrate it effectively, I custom-machined a set of polyurethane bushings to restore rigidity and reduce compliance within the factory link mounting points. This allowed for two toe links to be used on each side. 

This interim solution reduced the rear suspension’s roll center angle deviation and provided an additional degree of camber adjustability, and resulted in a noticeable improvement in rear-end grip and stability during cornering.