Hello All:
I think I may have aggravated an ongoing feud between two after market Mustang suspension suppliers with a few phone calls the other day. Anyway, let me start by saying that I'm relatively new to tracking my 2017 Mustang GT with PP. I thought I'd have a local performance shop who races Mustangs and has had lots of experience enhancing performance with other brands both foreign and domestic, add some suspension upgrades. I did some research and I think someone from this group may have suggested a supplier based in Texas for custom offset wheel-set that fit flush to the fender openings and would accommodate an extreme tire fitment of 305-30-19's in a square set up. I spoke with their head engineer several times, so I purchased this wheel-set, after researching the wheel supplier, and was told I should also purchase their camber plates to insure that the fronts would clear the fender openings, wheels are 11" x 19", and also provide camber adjustment options which I would want when tracking the car.
So, I purchased both items. Now, I must inform, that I only plan on attending three to four track events a season...at least for the immediate future...Chin Track Days, AutoInterest and HOD, etc...and most of the time this car will be on the road. My goal is to try and make the car the best handling unit I can without breaking the bank. I read also that if you're going to have camber plates installed, this would also be a great time to install different springs. Makes sense...so I did some research and settled on a set of progressive rate sport springs which lower the car about an inch, after to talking to one of this company's techs, and that they provide rates similar to a GT 350 spring when compressed, but don't beat you up during cruising. Purchased those. Of course, an email soon followed acknowledging this spring purchase and recommended the purchase of a bump steer kit, and spelled out the reasons for this.
So I did some research, and truth be told, the further I dug, the more confused I became. I get the theory of changing toe during suspension travel, etc., but when the discussions turn to suspension geometry and move more toward engineering, they kind of start to lose me. I put in a follow up call to the company that I purchased the camber plates from, since they also sell a "jig" for opening up the strut tower openings, which again, I thought that if the shop is going to have the struts out for the camber plates and springs, why not opening these up a bit since it appeared that with the suggested "street/performance" suspension settings, the strut post gets very close to the edge of the stock opening. Just wanted to make sure that I had to make the opening larger...hate cutting up a car if I don't have to. Anyway, I mentioned the bump stop kit install to this gentleman who said that I didn't need it, and that this was just away to sell more product. He said they work well on the Fox and SN 94 platforms, but that the S550 doesn't require them unless one is lowering the car 3 or 4 inches or more. The shop doing the work who races the S197 platform echos the same...don't need them sentiment for my application.
So, I sent the bump stop kit back after the call for an RA number led to an emotional rejection of why I was returning the kit, when asked who was recommending the return! I did return the kit yesterday, figuring that if it was determined that I did need it, it would be an easier retrofit after the other more invasive work was completed. Does anyone have any actual experience with this scenario? If so, any advice?
Thanks in advance!
I think I may have aggravated an ongoing feud between two after market Mustang suspension suppliers with a few phone calls the other day. Anyway, let me start by saying that I'm relatively new to tracking my 2017 Mustang GT with PP. I thought I'd have a local performance shop who races Mustangs and has had lots of experience enhancing performance with other brands both foreign and domestic, add some suspension upgrades. I did some research and I think someone from this group may have suggested a supplier based in Texas for custom offset wheel-set that fit flush to the fender openings and would accommodate an extreme tire fitment of 305-30-19's in a square set up. I spoke with their head engineer several times, so I purchased this wheel-set, after researching the wheel supplier, and was told I should also purchase their camber plates to insure that the fronts would clear the fender openings, wheels are 11" x 19", and also provide camber adjustment options which I would want when tracking the car.
So, I purchased both items. Now, I must inform, that I only plan on attending three to four track events a season...at least for the immediate future...Chin Track Days, AutoInterest and HOD, etc...and most of the time this car will be on the road. My goal is to try and make the car the best handling unit I can without breaking the bank. I read also that if you're going to have camber plates installed, this would also be a great time to install different springs. Makes sense...so I did some research and settled on a set of progressive rate sport springs which lower the car about an inch, after to talking to one of this company's techs, and that they provide rates similar to a GT 350 spring when compressed, but don't beat you up during cruising. Purchased those. Of course, an email soon followed acknowledging this spring purchase and recommended the purchase of a bump steer kit, and spelled out the reasons for this.
So I did some research, and truth be told, the further I dug, the more confused I became. I get the theory of changing toe during suspension travel, etc., but when the discussions turn to suspension geometry and move more toward engineering, they kind of start to lose me. I put in a follow up call to the company that I purchased the camber plates from, since they also sell a "jig" for opening up the strut tower openings, which again, I thought that if the shop is going to have the struts out for the camber plates and springs, why not opening these up a bit since it appeared that with the suggested "street/performance" suspension settings, the strut post gets very close to the edge of the stock opening. Just wanted to make sure that I had to make the opening larger...hate cutting up a car if I don't have to. Anyway, I mentioned the bump stop kit install to this gentleman who said that I didn't need it, and that this was just away to sell more product. He said they work well on the Fox and SN 94 platforms, but that the S550 doesn't require them unless one is lowering the car 3 or 4 inches or more. The shop doing the work who races the S197 platform echos the same...don't need them sentiment for my application.
So, I sent the bump stop kit back after the call for an RA number led to an emotional rejection of why I was returning the kit, when asked who was recommending the return! I did return the kit yesterday, figuring that if it was determined that I did need it, it would be an easier retrofit after the other more invasive work was completed. Does anyone have any actual experience with this scenario? If so, any advice?
Thanks in advance!