Pros and cons of Coil over conversions (3rd gen) Options

[TrakCar]

I am beginning the re-assembly process for my 91 Z28 street/track car. I am swapping in a LS1 t-56 so I have already bought Spohn's tubular K-member. During disassembly, I had to "Massage" the stock camber plates, so I was going to get some new aftermarket ones for the additional camber adjustment. So that leads to the question. with new top strut mounts costing ~$250 and Spohn's coil over kit at $545, is there a benefit to spending the additional money?

This post has been edited by TrakCar: Dec 11 2007, 07:32 PM

[Mojave]

Coil overs on a 3rd gen cut into tire space. Since 3rd gens are somewhat tire space limited (at least compared to 4th gens), I personally don't think it is a great idea. Weight jackers with the spring in the factory location seem like the hot setup.

[CrashTestDummy]

I would agree with Chad. Unless you are running in a class that limits tire size so you can't do anything there anyway, I'd stay with weight jackers and coil springs in the factory location. There's plenty of lengths and rates available in the 5" range. Additionally, you get the spring weight low in the car. We only have about 1/4" of space between the strut and the 10" wheels on our Firebird.

[TrakCar]

Coil overs on a 3rd gen cut into tire space. Since 3rd gens are somewhat tire space limited (at least compared to 4th gens), I personally don't think it is a great idea. Weight jackers with the spring in the factory location seem like the hot setup.

Less tire = no way. My 3rd gens don't look good with less than a 275 stuffed under the front. That answers that question.

Ok, second question then. I was checking out Trackbird's thread when he built his 3rd gen camaro and the weight jacks look pretty trick. Do they come with the springs as a kit? how do the spring rates compare to Eibach sport springs (what I have now). How easy/hard is it to adjust the weight jack (from the bottom, right?)

I've done plenty of Auto-x/ track days, but have done very little in the way of tuning on a suspension. I'm reasonable fast, but to this point I've always felt more time behind the wheel was the best way to bring down lap times (still do, really). However, the car is all apart so some upgrades can be justified. Poly bushings (or Delalum for the front LCA) all new steering components are the most obvious. What else do you guys (and gals) suggest?

Thanks

This post has been edited by TrakCar: Dec 11 2007, 08:21 PM

[trackbird]

You can order any spring rate you'd like. I have 1,000 in lbs on my car. Ground Control will sell you anything you need. It is a kit. I think the front and rear was in the mid $400 range, but I forget exactly (it's been a while and I've purchased a few sets of those over the years).

Yes, you can adjust them from below. You need to jack the car some to take weight off of them and then use a breaker bar. It's not easy, but it can be done.

My car has fresh poly bushings in it, so I didn't get the del-a-lum's installed. I have them in the box in the garage right now, but I'll probably deal with them next year or so. I may as well wear out the poly stuff first.

[StanIROCZ]

http://www.frrax.com/rrforum/index.php?sho...284&hl=coil
http://www.frrax.com/rrforum/index.php?sho...mp;hl=coil+over

Add to all of that: I doubt that Spohns shocks are valved properly for handling applications.

[TrakCar]

Thanks for all the responses guys. Sorry to sound like such a Newbie.