Regarding those tire sizes, remember the "10-plus" system: that you can get a tire with roughly the same overall dimensions if, for each one inch subtracted (or added) to the rim size you add (or subtract) 10 from the aspect ratio. Thus, rough equivalents for a 245/50-16 would be 245/60-15 or 245/40-17 (tho I would also calculate for a 45 series on the 17" rim).
I have never heard the advice to use the Pro-Motorsports Negative Wedge Kit without also doing the Shelby drop, but now that I think about it, it would change the camber curve slightly, and for the better. For those that have not seen one, what this kit does is put a wedge between the upper control arm and the ball joint. Its intended purpose is to re-center the ball joint's stud in the ball joint's socket after the upper control arm's mounting point has been lowered on the shock tower, aka "the Shelby drop." The reason to re-center the ball joint stud is to prevent it from hitting the socket and breaking off. This is not a problem with the standard 1" Shelby drop; it IS a problem with 1.5" to
2" drops. Shelby American only did a 1" drop (only in '65 and the first few '66 carryover units) and did not use a wedge or any other ball joint relocation mod. They just drilled new holes in the shock towers and said to hell with the ball joint stud.
Doing "the drop" causes the UCA to have a more obtuse angle with the ground, at ride height, than stock. This causes the UCA to pull the spindle toward the car upon compression. This causes camber to move toward the negative on compression. Although body roll generally precludes true negative camber, the drop at least keeps the tire closer to vertical than the stock setup. This improves cornering traction dramatically. But even without the UCA relocation, the wedge would increase the distance between the UCA and the lower control arm, and this would also cause the UCA to have a more obtuse angle with the ground.
A Global West "negative roll" UCA would do likewise, for the same reason. Global West claims the unique feature of using a shorter UCA than, for example, Total Control Products. Global West claims that this difference allows their product alone to cause negative camber, even after body roll is taken into account. I have always been skeptical of this claim, wondering how much shorter could their UCA be if they hoped to be able to maintain something close to zero camber at ride height. Anything more than one degree negative camber at ride height will destroy your tires. The only way to make the UCA shorter and still maintain a tire-friendly camber is to make the pivot thicker, so that its axis stands out further from the shock tower. And when you look at a GW UCA, the pivot's only about a quarter inch thicker than an OE part. So I gotta ask, how much difference can a quarter inch make, on a UCA that's about 10 inches long?
Final observation: if you're going to the expense and trouble of installing a Negative Wedge kit or a Global West UCA, you're leaving a lot of good stuff on the table if you don't do at least a 1.5" drop.
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