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Why should I use the DSE 600 steering gear?
The 600 steering gear features a 12.7:1 quick ratio and a late model performance car feel. It is 6 lbs lighter than the factory gear box. The low friction spool valve it uses is of today’s rack and pinion technology. It is better not to use the higher friction recirculating ball valves. This unit is completely new, not rebuilt. Also the ceramic coated option provides a great protection from heat and premature wear and tear.
If I don’t plan to autocross or race my car, why do I need the DSE Subframe?
The DSE Subframe uses Hydroformed Framerails. Hydroforming is a process of shaping tubing using hydraulic pressure instead of heat or bending which causes weak points. Using this technology we can build the strongest framerails. Along with the added strength and Corvette style handling, the subframe also adds a much needed increase in ride quality. It uses a Coilover shock and spring suspension that was designed here at Detroit Speed.
Why should I use the QUADRA Link suspension instead of leaf springs?
The QUADRA Link system lets the rear axle properly articulate during operation. It provides a better handling for the rear of the car. While using the patented Swivel Link design it functions smoothly without any binding and noise that may come from spherical mounting points on other suspensions. Not only does it provide a great handling suspension but it also increases the ride quality from the stock leaf spring suspension.
What makes Detroit Speed’s products better than the competition?
Our products are designed and built by experienced and highly qualified engineers and fabricators. They are made to provide late model performance at a higher quality. We regularly test our parts on test vehicles. Auto crossing, slalom tests, and cruising to car shows are only a few examples of the intense testing that our products go through. We also do many computer operated and in door testing before they are offered to the public. Each part is tweaked and adjusted until it operates and fits properly and most efficiently for the specified application. We want our customers to have the same premium products on their muscle cars as we have on our own.
What are the largest size tires I can fit underneath a first generation Camaro?
With the stock suspension, the largest front tire is a P245/45R17 on an 8 inch rim or a P245/45R16 on an 8 inch rim. Areas to watch for signs of tire/wheel contact are; tire inner sidewall to subframe under full lock steering, wheel inner to stock upper control arm during full lock steering, tire outer sidewall to fender lip especially on 1969 models. The largest rear tire is a P275/40R17 on a 9.5 inch rim.
What's wrong with the stock suspension on a first generation Camaro?
The first generation Camaro front suspension design is dated compared to today's advancements in suspension theory. One of the most important contributors to today's advancements is tire technology. Suspension design and tire design are not independent of each other. Unequal-length double a-arm suspensions have made tremendous improvements, along with improved tire technology, and each car's generation improved on the last.
The factory 67-69 Camaro/Firebird and 68-74 Nova experience positive camber gain on the outside (loaded) tire during cornering. This is largely due to the front suspension's low roll center. Don't confuse low roll centers with low roll angles. The vehicle rolls about a roll axis determined by front and rear roll centers. The
roll axis pictured from the vehicle's side view is usually higher at the rear and lower at the front for solid rear axle suspension with independent front suspensions. The greater the distance between the roll axis and the car's center of gravity height, the greater the roll. It works as a "lever arm". The longer the arm, the more the car rolls. The more the car rolls, the greater the positive camber gain on the outside wheel while cornering for first generation designs. Bad news! The outside tire during cornering should ideally gain less positive camber to allow the tire to use its full contact patch.
Other areas for improvement, in addition to roll center placement, include camber and caster curves. Initial caster settings for first generation Camaros are approximately +1.5 degrees. Today's performance cars have 2.5-3.0 degrees of initial caster. The stock Camaro caster setting is limited to additional caster because alignment shims must be used to gain greater caster. One way to improve this is to use an offset upper control arm. Higher steering efforts and greater straight line stability will be noticed.
I used the Dick Guldstrand template to relocate my upper control arms in my first generation Camaro. I drilled new holes and cut away the old holes. Will your upper control arms work with this setup?
Yes, you can use our tubular upper control arms with the Guldstrand relocated points. Our tubular upper control arms will work in the stock mounting location, or with re-located upper control points.