Quote:
Originally Posted by ZDan
For your usage you're probably fine with the ~ -1 to -1.25 rear camber you already have stock.
OE manufacturers have a veritable army of engineers and technicians to design and test parts and cars to ensure that out of 10s of thousands (sometimes 100s of thousands) of cars on the road for hundreds of thousands of miles, critical structural components don't fail on a regular basis. Aftermarket components often have *zero* analysis and testing behind them. It fits, it adjusts, yay, done!
OEM parts are designed to be inexpensive to produce, but they're also designed to be extremely durable and reliable in real-world use. Aftermarket simply doesn't have the resources to do this to anything like the same degree. They don't *need* to either. I have seen structural failures of aftermarket suspension components which resulted in track incidents (nothing too bad beyond minor bodywork), the supplier's response was along the lines of "It's a *race* part, have to change them out as now it's wear item". When I asked about inspection methods and intervals and mean time between failure data, crickets... Aftermarket companies don't face the same level of responsibility and liability as manufacturers do when critical components fail. And they too are in it to make money. They don't have to invest in structural analysis and durability testing so they don't.
|
ZDan: how me not wanting lowering for daily driving makes that i never go to track? Last i checked, lowering is not mandatory requirement for track admitance
. Even though most of mileage happens at daily driving, 3/4ths of tire wear for me happens on track. And for that i need at least -3 front and more then 2 rear, or otherwise it's mostly tire outside, that gets worn.
As for zero analysis .. tell that to eg. Velox/verus, that their design process using FEA software or how they tested their LCAs on durometer rig for eg. 50K bend cycles is "zero". Or many well known aftermarket shops, that make parts for racing .. often designing them stronger then OEM ones exactly because of intended use/abuse. Again, velox is nice example with his stronger clutch forks, when stock easily broke with higher rated aftermarket clutches. Yes, there is lot of crap in aftermarket too, but it's wrong to put OEM as something best/better then anything else, mixing all aftermarket stuff in one bag.