C5 Corvette Suspension - Carving Up the Corners

If you look closely, you'll see that the front spring has jack screws at each end. These offer some adjustment for ride height (about one inch). At this point, we have not lowered our C5 using this method. Remember: A four-wheel alignment is required after any ride-height change.	One of the reasons we like the VBP composite monosprings is the spring rates are engineered for specific applications. For our C5, we chose an aggressive street setup that enhances handling at the expense of some ride comfort.	Bilstein's sport shocks are ideal for extreme-duty track and road conditions. They install as easily as shock absorbers did in your '67 Corvette.
VBP's Extreme end-link kit uses Heim joints to increase the effectiveness of the stabilizer bars. Since VBP doesn't include new bars in the Extreme Touring Package, you'll have to select bar diameters that meet your specific needs. Install larger-diameter bars to increase roll stiffness and cornering agility.	We begin tie-rod-end replacement by counting and marking the threads, which will help ensure that we match the location of the new rods. This is essential to getting the proper toe-in prior to having a four-wheel alignment.	With the front suspension completed, we move to the rear. The rear spring drops easily by removing six bolts. There's no load on the spring. Also, the shock absorbers will prevent the lower arms from dropping when the spring is unbolted.
We'll be replacing the tie-rod ends, the stabilizer-bar end links, and the shock absorbers. The Extreme Touring System does not include bushings for the control arms or the stabilizer bars.	At each end of the rear transverse leaf spring is a long bolt (with the threaded end pointed upwards) that allows minor changes in ride height. We do not recommend lowering the car more than 0.75-1.00 inch. Any more, and the car may hit the bump stops. After the ride height is set, a four-wheel alignment is required.	The stabilizer-bar end links tune the car's handling. Lengthening the link stiffens the bar, which in turn increases understeer. Stiffening the rear bar increases oversteer. Changing the rear tie rod requires marking the threads, as in the front. We'll adjust toe-in when the car goes on the alignment rack.

Although the Corvette's alignment range allows a chassis setup appropriate for racing, we chose to go with the stock alignment specs. If you're willing to accept the compromises in tire wear and driveability an aggressive alignment brings, we suggest resetting camber to -1.0 degrees at all four wheels as a (conservative) starting point. For racing, set the camber adjusters for the maximum negative camber, with no more than a 0.25-0.50 degree difference front to rear.