It remained flat when diving into each turn, and it reacted better to driver input. With the PST components installed, the Firebird negotiated the turns of the same 200-foot slalom much more predictably, and at much higher speeds. We were, however, able to complete a few lower speed passes, and with an experienced driver behind the wheel, recorded a disappointing best of 19.16 mph. Understeer was so severe that we had to abort a number of runs after passing the first few cones. Attempts at varying tire pressure seemed to do little, as the vehicle's weight was simply too much for the front 235/60R15 tires to handle at higher speeds. It plowed severely at moderate speeds, and wasn't reacting to driver input. We found that the Firebird had a tough time negotiating the turns. With the cones and timing equipment set up, we were ready to establish a baseline. That proved a sound suggestion, considering how unpredictable our Firebird was in stock form. A 600-foot slalom seems most common, but after consulting with a local friend who autocrosses regularly, he advised that a 200-foot slalom course-consisting of six consecutive rubber cones placed 40 feet apart-would keep speeds at a minimum. The ComparisonNo article focusing on suspension would be complete without some type of back-to-back comparison. It was obvious that our Firebird's suspension was now completely functional, and the car was much more pleasurable to drive. It took only a few blocks for us to notice the positive effects the new suspension components had made-normal bumps were no longer an adventure, and body roll had appreciably decreased. With the entire installation complete, we backed the Firebird from the garage and immediately ventured to our local repair shop for a front-end alignment. The supplied drop-down links that suspend from the framerails wouldn't work with our particular Firebird, so a quick call to PST's technical department netted us a pair of revised links, available upon request. The rear sway bar kit was, however, slightly more difficult. We simply removed the originals and installed the replacements. The InstallInstalling the front-end components, four shock absorbers and radius rod bushing set was very straightforward. We began considering all available options, but had two major stipulations throughout the process-our choice had to maintain stock-type appearance, and it had to be at an affordable price. It wasn't long after that we realized our Firebird's original suspension simply wasn't suitable for normal street duty. There was noticeable improvement after installing urethane body bushings, a pair of modified sub-frame connectors, and 15x7-inch Rally II wheels with modern 235/60-sized rubber. Body roll was so severe that it caused erratic understeer when pushed moderately into normal turns, lending to its appetite for front tires. The result, however, was a beautifully-painted Firebird that dipped so severely over normal street imperfections that its near-stock-sized front tires rubbed the top of each inner fender well. We never intended for this particular Firebird to be a corner carver, and instead performed a sheetmetal restoration with the hopes of creating a drop-top cruiser boasting predictable road manners.
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