Performance Front Subframe and Suspension Swap - Makeover!

Though this may change later when we dial the car in, we initially installed two shims per bolt on the upper control arms. While the arm is mild steel, the cross-shaft is stainless steel for strength and corrosion resistance.

The revised geometry of the upper control arms was aimed specifically at increasing camber gain versus stock and improving roll camber. Note the grease fittings; some say Delrin bushings don't need lubrication, but DSE recommends it.

The upper eyelet of the coilover mounts with Grade 8 hardware and a bushing. Make sure the bushing is properly oriented to center the coilover in the pocket.

Our coilovers are the standard aluminum body units that allow ride height adjustment and feature proprietary valving developed through track testing. They're not adjustable, but walk the line nicely between handling performance and ride quality. Three different standard springs rates are available: 475 in-lb for small-blocks, 525 in-lb for big-blocks, and 425 in-lb for LS engines.

Here's the big reason for all the suspension changes; the DSE subframe is designed around stock C6 Corvette spindles which helped engineers get the caster, camber, and toe curves the way they wanted-plus the added benefit of easily sourced performance brake kits and never needing to repack bearings during brake jobs.

DSE carries the full line of Baer Pro-Plus systems and recommended the 6P calipers with the 14-inch rotor upgrade since it's designed for outstanding performance on the track as well as the day-to-day stop-and-go. We also like that the calipers utilize off-the-shelf C5 and C6 Corvette pads.

Making the significantly dissimilar spindle and rack communicate like they were designed for the same car is accomplished via Detroit Speed's unique modified steering knuckles that provide an excellent turning radius-something lacking in a few rack-and-pinion retrofits.

Rather than standard style endlinks that sandwich the sway bar arm between bushings, DSE uses these aluminum pieces also sourced from C6 Vettes since they offer a much more precise transfer of motion. The ball joints are Moog equipment.

Here's one of the other huge benefits of the DSE subframe; an integrated 11/4-inch splined sway bar. A properly installed three-piece sway bar eliminates the binding and flex inherent in standard one-piece style bars. Inside the retaining clamp is a Delrin bushing. Though DSE doesn't offer upgrades, serious racers could slide in different diameter bars with custom bushings to tune the suspension for various tracks and car weights.

The thick sway bar arms won't have any unintended deflection. As such, the bar itself doesn't have to be as stiff to keep the car flat through a turn.

The DSE suspension package allows for up to a 10-inch-wide wheel without modification to the inner wheelwells, so we opted for killer 18x10 Livewire rollers from Rushforth Wheels. All wheels are custom built to your specifications and include a number of options ranging from 17- to 24-inch diameters with your choice of 7- to 15-inch widths. You can also personalize the finish with a full polish or opt between a powdercoated look with or without the perimeter hardware. After a lengthy conversation with Jason Rushforth himself, we went with the brushed-aluminum finish with polished wheel lips, which made for a rather stunning combination. Our rubber of choice included a set of performance oriented P275/35ZR18 g-Force T/A KDW 2's

Before removing the stock subframe, we've got some measuring to do. With the car on jack stands, we dropped a plumb bob from the mounting bolt of the lower control arm.