I have a 1991 Camaro RS, with a 400sbc, and a t-5 transmission. Currently the suspension is stock style on all four corners, as of right now the car is in more of a straight line setup, but since I bought the car I wanted to make it a handling/cornering/autocross car. I have a parts list built up so far of everything I am looking to purchase. So far I have a full 4 corner coilover setup in mind, 18 inch IROC replica wheels, along with Michelin pilot super sport tires on all four corners, most likely 275's all the way around. I wanted to make this post to see if there is anything else I should consider when switching to a full coilover setup. I already have subframe connectors, tubular control arms in the rear and a pretty beefed up 10 bolt. Since I wont be running my old wheels (Centerlines), I will be converting he rear to disc brakes and most likely doing a CTS-V Brembo brake conversion on the front.




UMI Performance 82-2002 Camaro/Firebird Lower Control Arm Relocation Brackets Bolt In ($98.99)
Camaro/Firebird 82-92 Mishimoto Performance 2-Row Aluminum Radiator ($299.95)
QA1 85-92 Camaro / Firebird V8 Strut Tower Brace, w/ TPI Or TBI ($195.97)
Bolt-in Rear Coilover Brackets Kit 1982-2002 Camaro / Firebird ($149.99)
Camaro 82-92 Black Machined 18 x 8 IROC-Z Wheels, Set of 4 ($899.00)
Spohn 82-92 Camaro / Firebird Tubular Front Lower A-Arms for Coil Over Suspension ($401.95)
Rear Pro Coil Single Adjustable System, QA1, 82-2002 Camaro / Firebird ($708.94)
Front Pro Coil Single Adjustable System, QA1, 82-92 Camaro / Firebird ($559.95)
Steering Brace, Camaro/Firebird 83-92 Spohn Non-Adjustable Tubular (Wonder Bar) ($61.95)
UMI Performance 82-2002 Camaro / Firebird Tubular On-Car Adjustable Panhard Bar with Poly Bushings ($116.99)
82-92 Camaro Firebird 10" Rear Disc Brake Conversion Kit W/ Drilled & Slotted Rotors & Red Calipers ($724.75)

Total $4,415.40

 

Don't see too many 91's with an old school 400 SBC!! Looks like you have everything covered, but I'm not an autocross kind of guy. The LCARB's are kind of puzzling to me though as I always thought they were for more of a straight line drag setup for better pinion angle.....how does it help with handling? I know many people who have switched to coil-overs, but I can't bring myself to do it. I just don't trust the stress I think it would put on a strut tower that wasn't meant for it.....BUT - On the same note, I've yet to hear of a strut tower failing because of it either.

Either way, good luck with it!!

 

The LCARB's reposition your instant center by changing your lower control arm angle. Since I am going to lower the car, the control arms would not sit at an even instant center, so you use the LCARB's to adjust them back to instant center. And yeah from what ive been reading, most guys are worried about the stress of the strut towers, but I can't seem to find any failures related to that stress.

 

"Instant center" I believe refers to where the pinion angle ends up as the driveline is loaded. I run sport line springs and tubular rear control arms, which lowered mine quite a bit but after checking the pinion angle it's still fine at a -3 degrees...right where it should be. I did need to get the front end realigned however. I still have a set of LCARBs sitting on a shelf in the garage to fit my Moser 9" rear, but I haven't bothered to put them on yet.

 

Most autox guys stay away from front coilovers they take up extra room that wide wheels and tires need plus the extra stress on the tower. Lots of issues with the spohn a-arms not fitting right.