datsport

Adjustable rear crossmember V4.1 DIY kit fitting instructions

diy kit

diy 1

NOTE! ARCs built in our shop are assembled with a jig system. These instructions are for DIY use and provided care is taken satisfactory results will be obtained.
Remove all existing trailing arm brackets Surface must be clean & all weld residue removed.

diy 2

Measure 44mm (for 510) 40mm (for 610 180B) from inside wall of tube & mark this point. NOTE this position may be varied to suit wheel offsets if desired.

diy 3

Square off this mark with chalk line

diy 4

Lay out brackets as shown. Note old bushes are still in arm

diy 5

Bolt brackets to arm with old bolts and center the slots.

diy 6

Align brackets and check the slots are still centered & bolts tight.

diy 7

Fit arm with brackets to crossmember. NOTE it may be necessary to tap the lower lip of the member with hammer to allow the brackets to sit inside the channel. Align the chalk line with the INSIDE of the bracket

diy 8

Tack weld the brackets in position.

diy 9

Fit Cap screw to adjuster bolt with washers on both. Fit camber adjuster plate as shown Adjuster bolt must be at the bottom of the bracket slot.

diy 10

Cap screw must be level with top of camber adjuster plate. Cap screw is centered in the adjuster bolt slot.

diy 11

Check that the assembly is aligned & tack weld camber adjuster plate in position. Be careful not to get weld splatter on bolts when tack welding. Remove the bolts & weld all brackets to crossmember.

diy 12

Fit adjuster bolt with washer to outside inner bracket & center punch drill point. Punch should be inline with bracket slot & centered in the adjusting bolt.

diy 13

Drill hole to suit toe adjuster threaded top hat insert.

diy 14

Fit bush

diy 15

Weld top hat bushes in position. Clean up weld splatter, tidy up all the factory dags sandblast & powder coat or paint.

Initial wheel alignment specifications.

Toe in 2mm each side total 4mm. referenced from the front. Camber 0.5 neg. This setting is for high performance street. Will give increased traction for high output engines.

For racing use, or fine tuning for street.

Increasing the toe will increase turn in. Excessive toe will induce oversteer. Best to experiment by increasing toe each side a small amount, ie quarter turn per time untill desired handling is achieved. Then recheck settings on aligner & record for reference. Note! check tightness of adjuster bolts frequently until desired settings are finalised. Then loctite nuts on adjuster bolts for security. Toe in for racing can be up to 12mm total. Increasing neg camber will decrease toe in. So if turn in is too quick increase neg camber a tad.