Along with the refinements...
Along with the refinements to the suspension points, you need to install strong bushings, tight ball joints and tie rods, and purchase a good set of shocks to round out the package.
I had an experience at a NASCAR touring race some years ago when the officials saw that some of the teams, ours included, had changed the shape of the radiator inlet boxes. The reshaping of the top of the box allowed more space for low pressure under the hood and the car produced more aero downforce as a result. This helped the car to turn better which is always helpful.
The officials were leaning toward outlawing this modification since none of the current rules covered that part of the car. I had a talk with the top official and explained in detail what was being done and why. I told him that rather than ban the practice, he would do much better allowing all of the teams to make the modification and that the cars would then turn better and he would have a better show as a result.
He was actually glad I came by and said he had been confused at why the teams were doing that. Now that he understood, he agreed to allow the teams to go ahead and modify the air boxes without restrictions.
Most track officials and owners are in need of this kind of information so that they can make intelligent decisions regarding suspension rules. If everyone in a particular class at your racetrack met with the officials and explained why a change in the rules was needed, and how it would benefit all, they would be hard pressed to say no without appearing unreasonable.
What Specifically Needs To Change
The following are areas where the racer should be allowed to make changes. The costs are relatively low and most of the work involves labor, a commodity that is readily available with most racers. The building of the car requires a lot of labor involving cutting and welding, so a few more hours is not too much to ask.
Modifying the upper control arm mounts. This can be defined as lowering the existing mounts or allowing aftermarket adjustable upper mounts to be welded onto the chassis.
Allow the use of aftermarket upper control arms of various lengths so that the racer can modify the cambers and Moment Center location more easily.
Allowing aftermarket mono-ball joints and/or extended-shaft ball joints to help reposition the Moment Centers and reduce camber change. A step further here would be to allow aftermarket spindles.
Allow modifications to the upper control arm if it's to remain stock. This is required to eliminate binding when increasing the upper control arm angles.
Allow the teams to install weight jacking systems in the front and/or rear end of the car so that the crossweight (bite or left rear weight) can be adjusted for handling balance.
These desired modifications seem so simple when we really take a look at them. I'm of the opinion that if all of the racers went ahead and made the changes, the track officials would be hard pressed to throw everyone out. Call it civil disobedience or call it standing up for what's right, but by all means, let your officials, and especially the track owner and promoter, know how you feel. Feel free to show them this article, and email or call the magazine if they have any questions.
We need the entry level classes and when these cars are designed right, it can be very good racing both from inside the car as well as when viewed from the grandstands. Then the cars will compete based on superior setups and the driver's skill level. Isn't that the way it is supposed to be?