Madlock Posted November 20, 2012 Report Share Posted November 20, 2012 I've recently upgraded my '13 Coupe's suspension with Shelby Relocation Brackets, Billet LCAs, Adjustable UCA, FR-3 springs and bars and Shelby Adjustable Sway Bar Links. I also had installed a WhiteLine Watts Link. I love the handling improvements. The stance is much lower with much-improved launch bite and sharper turn-in. The rear stays planted like never before, especially under acceleration over bumps when it otherwise would've tried to kick-out. My only regret about installing the entire suite at once is not being able to attribute every specific improvement to a specific component or combination thereof. The same has proved true for trying to track down and correct the source of some undesirable consequences, namely the kind of metal-on-metal clanking and clunking I hoped to prevent by choosing components so carefully. I'm hoping others who followed similar paths may have successfully resolved similar issues and may be able to recommend some solutions. The most notable issue is a clunk upon initial acceleration that now occurs at almost any speed and in any gear. The likeliest culprit seems to be the Adjustable UCA, despite being torqued within a millimeter of its life. One drivetrain change made during the installation was allowing for -1.5 degrees of negative pinion angle to allow the driveshaft to "climb into" zero degrees relative to the differential under load. Before reverting to reinstalling individual OE components to identify the cause by process of elimination, I'm wondering if anybody else has had a similar experience and success resolving it with the up-rated hardware in-place. Can anybody offer a qualified opinion as to whether the negative pinion angle may be the culprit? If so, it's precisely the kind of thing the Adjustable UCA should allow me to dial-out. Otherwise, I'm considering the non-adjustable Shelby UCA, despite the fact that it shouldn't be any less susceptible to metal-on-metal NVH than the adjustable version. It'd be just one less potential source. The WhiteLine Watt's Link performs brilliantly from a handling perspective, but I'm afraid even its bushing-based design doesn't completely eliminate metal-on-metal NVH which isn't quite as pronounced as spherical Heims and mostly occurs at lower speeds when the chassis and axle movement relative to one another occurs more slowly. Even a good re-torquing after 200 miles hasn't eliminated the noise entirely - something of a disappointment given its promising design. I wish WhiteLine would offer more traditional urethane bushings as an alternative to their "Elastomer" product. Dynamat will clearly help dampen some of the stiffer components' additional transmitted resonance, but the most significant sounds are metal-on-metal contact, the kind that shouldn't exist to begin with and sound insulation won't remedy. I'd appreciate any helpful guidance. Quote Link to comment Share on other sites More sharing options...
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