So even if you stopped the suspension from going any further down from the desired point which camber would be perfect for traction? There isn't a way to stop the suspension travel prematurely?

I have wondered this entire time if what the alignment is doing is actually the most optimized for road racing or not. I am no road race setup expert, but I think its a conversation worth having.

Could the outside tire be cambering more than the chassis is leaning, and taking rubber off the pavement for no good reason? Perhaps "yes" with a very stiff and flat setup, and "no" with a more stock setup? Or would the answer be "no way not even close"?

The desired point is HIGHER (decompressed) than where you started, so you couldnt go down (compress) at all. You would have to take out the shocks and put in solid metal bars and defeat the whole suspension... which would result in an unstable and dangerous car.

I think in general the answer is that yes, the 370's suspension is more optimized for road-racing than it is for for drag-racing. Not that it doesn't need tweaking and parts upgrades for road-racing too, but even without those it's generally in the ballpark of doing the right thing. I *want* camber as the rear loads up on weight transfer, because that set of conditions (low-gear + heavy throttle -> weight transfer to rear) only tends to happen during mid-corner through to the exit, where the car is already trying to fly sideways at a full G or more before I even started laying into that throttle pedal.

It seems it would be difficult in general to simultaneously optimize a rear suspension's response for both road-racing and drag-racing.

I agree that the setup is much more optimized for road racing than drag racing. But I believe you misread my question you quoted. Simplified: does the 370z camber too much during compression *even* for road racing? Or maybe with some setups "yes" and some setups "no". There has to be a point where its too much, I am wondering if the 370z could have crossed that line in some applications, or is it not even close to being too much? Could adjusting the control arm nodes to reduce compression camber slightly even aid a road race 370z that wants a lot of compression camber?

might be easier to swap in a live axle and let er rip:icon17:

the heavy camber curve under compression is an advatange for road race setups IF (heavy emphasis on the "IF") you can get the rear negative camber reduced enough. YES there is a point where its to much camber, but if you can set it up right at static (which can be verified by tire temps), then you can have a setup that has good longitude traction from the minimal static negative camber, but then camber's in enough during cornering. so yes it can work fantastic if your static settings are correct.

I ask because if I keep the car much longer, we have played around with the idea of a custom rear crossmember. We could then change the curve by using custom control arm lengths, or possibly a few different positions. If it would only cater to drag racing, then I would figure on building just one, in which cause would be easier to fabricate and modify off the stock one. But if there was benefits to be found for the much more common road course racers here, then it could possibly justify a full custom rear crossmember. But it sounds like you guys are plenty happy with how it is already.

My rear static/dynamic camber ends up doing the right thing on the outside wheel. It gets a little iffy on the inside wheel, but I suspect I'm going to iron that out over the next two events. This weekend I'm trying just a downgrade to the stock rear sway, and then for the next event I'll probably be upping my spring rates all around (but esp in front) to reduce body roll. Depending on lots of things, I'm not sure which rear bar I'll end up running with the stiffer springs. But either way, I don't think we need a major geometry change in the rear for road racing.