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The mention of motion ratios reminds me to also mention the "jacking" forces induced by the angled of the suspension arms at any given point in their ranges of motion. This is how anti squat and anti dive forces are created. Roll stiffness is also affected by suspension arm angles, in this case it is described in relation to roll centres. Lowering springs change the effective range of motion and thereby also the initial roll and jacking forces. The biggest effect of lowering springs comes from the reduction in ride height effects on suspension arm angles. The effect on weight transfer torque of a 12-25 mm drop are minimal in reality.
MCA brackets create in effect a softer spring rate in relation to spring compression because more of the weight transfer torque is carried directly by the springs. MCA suggests increasing the rear damper rate if the transient effects of their brackets create faster roll rates than desired, just for example.
There is a lesson here: making your own suspension modifications is tricky. Bottom line is only the actual driving experience will allow you to find the correct set up for your driving style and environment, be it aggressive or track oriented or occasional canyon runs.
Consider how you like the car to behave and where you will be driving it. Then find the parts suppliers who have been there and done that and buy their stuff. The price of those parts should include the cost to the maker of some heavy duty road testing. I know Bilstein for example won't build after market shocks until there is an aftermarket and then they build a specific shock for a specific application. Even their adjustable kits are designed for your car specifically.
MCA did the same and extensively tested their brackets to ensure the stated results set achieved. Whether you want those results is the only question to ask yourself.
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