Frequently Asked Questions

WHY DETROIT SPEED?

• Detroit Speed puts a significant amount of effort into developing long-lasting, dependable products that are formulated to exceed late-model performance expectations. Their systems are designed by exceptionally qualified engineers and built by fabricators dedicated to making the best systems they possibly can. Their parts are made using state-of-the-art manufacturing technologies–CNC machining, forging, hydroforming, and more–to bring your classic muscle car to the 21st century.

• For additional Information and to learn about Detroit Speed®, please visit the About Page.

WHY SHOULD I USE THE DSE 600 STEERING GEAR?

• The 600 steering gear features a 12.7:1 quick ratio and a late model performance car feel. It is 6 lbs lighter than the factory gear box. The low friction spool valve it uses is of today’s rack and pinion technology. It is better not to use the higher friction recirculating ball valves. This unit is completely new, not rebuilt. Also the ceramic coated option provides a great protection from heat and premature wear and tear.

IF I DON’T PLAN TO AUTOCROSS OR RACE MY CAR, WHY DO I NEED THE DSE SUBFRAME?

• The DSE Subframe uses Hydroformed Framerails. Hydroforming is a process of shaping tubing using hydraulic pressure instead of heat or bending which causes weak points. Using this technology we can build the strongest framerails. Along with the added strength and Corvette style handling, the subframe also adds a much needed increase in ride quality. It uses a Coilover shock and spring suspension that was designed here at Detroit Speed.

WHAT MAKES DETROIT SPEED’S PRODUCTS BETTER THAN THE COMPETITION?

• Company products are designed and built by experienced and highly qualified engineers and fabricators. They are made to provide late model performance at a higher quality. Detroit Speed Engineering regularly test parts on test vehicles. Auto crossing, slalom tests, and cruising to car shows are only a few examples of the intense testing that products go through. Detroit Speed Engineering also do many computer operated and in door testing before they are offered to the public. Each part is tweaked and adjusted until it operates and fits properly and most efficiently for the specified application.

WHAT ARE THE LARGEST SIZE TIRES I CAN FIT UNDERNEATH A FIRST GENERATION CAMARO?

• With the stock suspension, the largest front tire is a P245/45R17 on an 8 inch rim or a P245/45R16 on an 8 inch rim. Areas to watch for signs of tire/wheel contact are; tire inner sidewall to subframe under full lock steering, wheel inner to stock upper control arm during full lock steering, tire outer sidewall to fender lip especially on 1969 models. The largest rear tire is a P275/40R17 on a 9.5 inch rim.

WHAT'S WRONG WITH THE STOCK SUSPENSION ON A FIRST GENERATION CAMARO?

• The first generation Camaro front suspension design is dated compared to todays advancements in suspension theory. One of the most important contributors to todays advancements is tire technology. Suspension design and tire design are not independent of each other. Unequal-length double a-arm suspensions have made tremendous improvements, along with improved tire technology, and each cars generation improved on the last. The factory 67-69 Camaro/Firebird and 68-74 Nova experience positive camber gain on the outside (loaded) tire during cornering. This is largely due to the front suspensions low roll center. Dont confuse low roll centers with low roll angles. The vehicle rolls about a roll axis determined by front and rear roll centers. The roll axis pictured from the vehicles side view is usually higher at the rear and lower at the front for solid rear axle suspension with independent front suspensions. The greater the distance between the roll axis and the cars center of gravity height, the greater the roll. It works as a "lever arm". The longer the arm, the more the car rolls. The more the car rolls, the greater the positive camber gain on the outside wheel while cornering for first generation designs. Bad news! The outside tire during cornering should ideally gain less positive camber to allow the tire to use its full contact patch. Other areas for improvement, in addition to roll center placement, include camber and caster curves. Initial caster settings for first generation Camaros are approximately +1.5 degrees. Todays performance cars have 2.5-3.0 degrees of initial caster. The stock Camaro caster setting is limited to additional caster because alignment shims must be used to gain greater caster. One way to improve this is to use an offset upper control arm. Higher steering efforts and greater straight line stability will be noticed.

I USED THE DICK GULDSTRAND TEMPLATE TO RELOCATE MY UPPER CONTROL ARMS IN MY FIRST GENERATION CAMARO. I DRILLED NEW HOLES AND CUT AWAY THE OLD HOLES. WILL YOUR UPPER CONTROL ARMS WORK WITH THIS SETUP?

• Yes, you can use Detroit Speed Engineering tubular upper control arms with the Guldstrand relocated points. Detroit Speed Engineering tubular upper control arms will work in the stock mounting location, or with re-located upper control points.

WHAT'S WRONG WITH THE STOCK SUSPENSION ON MY MUSCLE CAR?

• If you’ve ever driven one, they’re sure several things immediately come to mind. Vague steering, floaty ride, terrible cornering, and a general lack of confidence are just some of the problems that assail most classic cars running today. Suspension and tire developments have brought the automotive industry to the point where a brand new full-size truck is often more capable and confidence inspiring in the corners than any of the premiere pony cars of yester-year. This is unsatisfactory.

• So unsatisfactory that they decided to fix it. Their suspension systems address all of the handling and ride quality deficiencies with stock style suspension found on your Detroit Iron, and then some. With significant corrections to standard geometry, spring and shock rates, bushing technology, and a greater understanding of how these elements work together, they make systems that allow your car handle on par with some of the best new performance vehicles on the market. Whether you decide to get groceries or chase times is up to you.

ISN’T DETROIT SPEED SUSPENSION JUST FOR RACING?

• They race, thrash, and abuse their products to ensure they can withstand anything the road can throw at them. They love racing and their parts are capable of it, but a big part of their design process is considering how the platform should handle comfortably on the street.

• A good driver’s car needs something more than a stiff, highly sprung ride. They stress the importance of road manners because it allows the suspension to move through its geometry properly on and off track. This affords you, the customer, a comfortable ride capable of soaking up all the bumps and swells in the road. What’s more, their line of tuned adjustable shocks, and their capacity to accept spring changes in short order allows you the ability to fine tune how the car drives. You can be sure that regardless of your personal focus they have the right suspension product for you; track, street, or meet.

WHY SHOULD I USE THE QUADRALINK SUSPENSION INSTEAD OF LEAF SPRINGS?

• The first reason is elimination of bind. Most cars manufactured between 1960 and 1980 have rear spring rates and the travel geometry that are entirely dependent on leaf springs; effectively making them both arm to locate the axle, and spring to control the axle’s travel.

• Though it may not surprise you to find out, asking technology from the 1700’s to fill both of those roles has some unintended side-affects.

• Under hard acceleration or braking, a leaf sprung rear tends to rotate about the axle due to forces from the driveline and tires. This phenomenon is referred to as axle wrap, and can cause the car to squat, dive, wheel hop, and in some cases results in the destruction of your rear end. These symptoms are further exacerbated for lowered applications.

• The Detroit Speed QUADRALink rear suspension solves these problems by replacing the leaf springs with coilover springs and shocks, which bring a load of benefits with them. To keep the rear in place, they supply you with four Swivel-Link™ rear control arms (hence the QUADRALink name) and a Panhard bar.

• These arms allow the axle to articulate through body roll, keeping the rear planted. The Panhard bar connects the rear axle to the chassis, preventing the axle from shifting side to side. This system gives you more grip where you need it most; no more binding or wheel hop.

WILL MINI TUBBING BY ITSELF ALLOW ME TO FIT A WIDER TIRE?

• No. You still need to relocate the shocks and leaf spring or use our QUADRALink suspension system.

WILL JUST USING YOUR OFFSET SHACKLE KIT ALLOW ME TO USE A WIDER TIRE ON A 67-69 CAMARO, OR 68-74 NOVA?

• No. In order to get all the room you can, we recommend relocating the shocks and spring perches on the axle housing as well, which combined with offset shackles will give you about ½” before running into the stock tub. For even more space, consider pairing all of that with our mini tub kit.

I’M ADJUSTING MY COILOVERS, BUT THE RIDE HEIGHT ISN’T CHANGING. WHAT AM I DOING WRONG?

• Before adjusting front or rear ride heights, always remember to disconnect the corresponding sway bar. If you fail to do so, the sway bar preloads the suspension causing it to bind when the car is lowered.

WILL YOUR NON-RECESSED SELECTA-SPEED™ WIPER KIT WORK ON MY RECESSED WIPER PARK CAR?

• Yes. You will have to convert your recessed park linkage to the non-recessed style for compatibility, and the wipers will fall to rest on the glass when not in use.

WHAT IS YOUR WARRANTY?

• Detroit Speed Engineering products are covered by a Lifetime Warranty, during which its products are warranted to be free from defects in material or workmanship. Check out Warranty Page for details.