The proper way to clearance the strut tower for lowered applications.
12-24-08, 08:56 AM
#16
12-27-08, 11:24 AM
#20
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Clears the knuckle on the inside (as long as my wheel bearings don't get sloppy 
). On turning, doesn't contact the lower control arm in the rear, or the sway bar up front. Full lock clears the inner frame. It's really going to come down to having the car in the shop, with the suspension on, seeing how caster and camber affect the geometry to see how well it will clear the fender aprons. But I am hopeful 
, I want to run a 245, but may end up with a 235 instead.
). On turning, doesn't contact the lower control arm in the rear, or the sway bar up front. Full lock clears the inner frame. It's really going to come down to having the car in the shop, with the suspension on, seeing how caster and camber affect the geometry to see how well it will clear the fender aprons. But I am hopeful , I want to run a 245, but may end up with a 235 instead.
12-27-08, 11:37 AM
#21
Clears the knuckle on the inside (as long as my wheel bearings don't get sloppy ). On turning, doesn't contact the lower control arm in the rear, or the sway bar up front. Full lock clears the inner frame. It's really going to come down to having the car in the shop, with the suspension on, seeing how caster and camber affect the geometry to see how well it will clear the fender aprons. But I am hopeful , I want to run a 245, but may end up with a 235 instead.
). On turning, doesn't contact the lower control arm in the rear, or the sway bar up front. Full lock clears the inner frame. It's really going to come down to having the car in the shop, with the suspension on, seeing how caster and camber affect the geometry to see how well it will clear the fender aprons. But I am hopeful , I want to run a 245, but may end up with a 235 instead.
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