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Thanx jack for the help, I guess you're right, he didn't go for the sway bars. I'll tell him hoping that it'll solve it

 

Thanks Cobra06.
These will prove to be very helpful. It is quite interesting to see how they spec'd the front wheel camber progressively from the Turbo USA to the Turbo ROW to the GT2.
Also, it is very interesting to see the front of the GT2 is a full 1.57 inches lower than the USA Turbo. WOW!! That in itself substantiates the need to lower these USA spec'd cars.
Since I am planning on lowering mine to the GT2 spec using the Bilstein PSS9 setup, does anyone know if the alignment adjustments will be beyond their usable range? In other words, after lowering, will there still be enough adjustment left to bring it into spec or are camber plates or other things necessary?

 

KPV
I just installed my set of Bilstein PSS9's last weekend. I expected to trailer to the dealer for alignment and steering angle sensor adjustment after installing. However, the car holds a line, no shakes, or pulling, so I'll probably just drive there this week. I'm guessing that its not so far out of alignment that it cant be fine-tuned without any problem. I have a set of scales on the way for corner balancing, but the car is sitting at 25 1/4 in the rear and 25 up front measured at the high point of the wheel well arch.
Forgot to add;
The front spring perch is almost at the lowest point, the rear has a way to go. There is also plenty of room to adjust the camber adjustments.
Bottom line is I don't think you'll have a problem.
That is unless that super-secret aerodynamic kit you're putting on has some incredible down-force going

 

Cobra,
Super secret aerodynamic kit huh? Chuckle!!
It is definitely well on its way. It is currently being prepped and painted. Europipe is stuck in customs in Philadelphia. But stay tuned for updates!!

My intent with the lowering is to close up the gap between the top of the tire and the arch. I realize the balanced corner weighting is the idealistic approach, especially for track conditions, but I don't think I will go to that extent. As a purist, I see corner balancing addressing a set of conditions that is a compromise of the range of all those that will be encountered. A driver weighs between 170 and 240 pounds, likwise for a passenger. A full tank of gas weighs about 170 pounds, an empty tank weighs 0 pounds (duh ). Therefore, depending on how these variables change at any given time will impact the corner weighting.
I am primarily interested in the aesthetic aspects coupled with the increase in performance that will undoubtedly follow. I intend to install these and (I guess???) turn the spring seats to get the ride height I am looking for??? Feel free to interject...
I would have to assume that proper corner weighting may result in a variance of heights around the car, although these effects will probably be insignificant.
In order to hone the height to the desired value, do the wheels have to be repeatedly removed and replaced to access the perches?

 

<img border="0" alt="[soapbox]" title="" src="graemlins/soapbox.gif" /> To expound a little further on the weight variables, consider these static conditions:

A 200 pound driver alone will add approximately 75 pounds to each of the two left wheels (assuming the driver's center of gravity is approximately halfway between the front and rear wheels). This same driver will add only 25 pounds to each of the right wheels. 75+75+25+25=200pounds.

A full gas tank will add approximately 75 pounds to each of the two front wheels. The same full tank will add only 10 pounds to each of the rear wheels. 75+75+10+10=170 pounds

A driver and full tank of gas will add the most load to the left front wheel. 75 pounds from driver + 75 pounds from gas=150 pounds whereas an empty car and empty tank results in 0 pounds at the left front wheel.

Another passenger can add an additional 75 pounds to the right front wheel and 25 pounds to the left front wheel. This would mean the maximum static load variation at each of the front wheels would be a whopping 175 pounds.

So, the question is, when you corner weight, what compromise do you use, a driver and a half tank?

Just my $0.02.

 

Ken, I got the height adjusted to where they are (25 & 25 1/4) by measuring from the bottom of the spring perches to the bottoms of the threads during installation. After that it was once around wheels off /wheels on, to fine tune (easy if you have a lift, and do-able without removing the wheels if you like to squeeze in tight places. It was remarkably easy to get the heights as nearly exact matches... it's not rocket science, anyone could do it.

 

Ken
From the Porsche 911 performance handbook.
"Full tank of gas, your weight on drivers seat.
Figure a 40/60 front to rear weight distribution.
i.e. %40 of the left side weight should be be on the left front wheel and %60 on the left rear".

If the front differential throws this equation off or there is a better weight distribution proportion to use, I hope someone jumps in and corrects me (and Bruce Anderson)

 

Some great information coming in, thanks to all. Going back to the issues of sway bars ... any consensus or strong opinions as to the aftermarket bars compared to the GT2/3's? As was mentioned earlier, the H&R's seem to be getting some good press. Any experience with them out there? I also heard the TRG's bars are easier to adjust -- a 'blade' type set-up. Do I have this right? Regarding drop links, whose work best or are they all the same?

Bob