Joshspony

looks nice man

157dB

Front end lowered.
Control arms now further up at ride height than the OEM location.

At OEM ride height the steering tie rods are parallel to the
steering rack causing minimal toe in/toe out upon suspension travel.

You have already 'preloaded' the bumpsteer and any more compression
of the front strut only causes the tire on that side to toe-in excessivly.

Dropped Spindles are the best way to lower the front of an S197.

The technical explanation is a change in toe caused by suspension travel or an
unwanted steering input caused by such a toe change. If you already understand
that explanation you probably have fixed any bumpsteer you may have had. If not,
imagine driving through a parking lot. The right side of the axle has a speed bump
and you try to go around. You miss, the right front tire hits the speed bump and
your car steers itself to the right even though the steering wheel did not move.
Now imagine you are going to turn a corner and you choose to go through the
corner at a very high speed. As you approach the corner you turn the steering
wheel in and the car begins to roll. As you have the steering wheel set in position
to carry you through the turn, the car continues as the suspension compresses
on the loaded side of the car. The front wheel turns in more than you had originally
intended, causing the car to turn more sharply. You correct the steering wheel in
the opposite direction pulling the car out of its roll and you miss your intended path
through the turn. Both of these examples illustrate bumpsteer and are undesirable
when maximizing the handling performance of your Mustang. Two things happened
when the vehicle crossed the speed bump or when the vehicle entered the turn.
First, there was suspension travel, the wheel, spindle, a-arm and other components
moved upward as it crossed over the speed bump or when the vehicle began to roll
into the turn. Second, this suspension travel caused the wheel to change direction
even though the driver did not turn the steering wheel. This change in wheel direction
made the vehicle turn in a direction not intended by the driver.

When the suspension travels up and down, the wheel moves up and down in an arc
or half circle around a pivot point. This pivot point is not a physical location or suspension
part but is an imaginary point on the chassis, similar to a vehicle's center of gravity.
The distance from the pivot point to the wheel and spindle is equal at all points in the
wheel's range of vertical movement. The tie rod and steering rack must be positioned so
that as the wheel moves up and down, the tie rod follows an arc which is parallel to the arc
followed by the spindle. If the steering rack or tie rod is not positioned correctly, the
distance between the steering rack and wheel may differ from the distance between the
pivot point to the wheel at different suspension heights. When this occurs the steering rack
will push or pull the spindle as the suspension moves up or down thereby turning the wheel a
nd causing a change in toe angle.

The direction the front wheels are pointed is called toe angle. When both wheels are pointed
parallel there is 0 degrees toe. When the front of the wheels are pointed inward, there would
be positive degree toe or what is called toe in. When the front of the wheels are pointed
outward there is negative degree toe or what is called toe out.

http://www.youtube.com/watch?v=gKJAukSZRT0
http://www.youtube.com/watch?v=9hPRD5tY-ss