Pontiac G8 Suspension Upgrade Part 1- Pedders Track II Suspension

The bolts from the rear subframe are removed after a transmission jack is placed under the differential to control the subframe during the installation of the Pedders EP1169 subframe bushing inserts.

The EP1169 Rear Extreme Subframe Connector Kit is installed. There are eight bushings in the kit. Each fits in only one specific bushing orifice. Once the insert is correctly clocked to the bushing, it presses easily into place.

The installed EP1169 is fully captured by the subframe and the lower cap. NVH voids of the O.E. bushing have been filled with eight Pedders inserts. By reducing the rear subframe motion, hard launches will be more efficient. The subframe stays straighter and doesn't waste energy by shifting or twisting. Instead, the energy goes more directly to the pavement. When running the slalom, the rear subframe will stay in truer alignment to the monocoque structure. Rear-end step out that is so evident in stock trim is virtually eliminated. Pete says, "The subframe inserts are hands-down the best bang-for-the-buck first modification any G8 owner should make. They make it a better car."

Compared are the O.E. 18mm and Pedders 20mm rear sway bars. The stock bar was placed on the floor in the same orientation it was in when mounted in the G8 so that the new bar can be oriented in the same manner to avoid installation hassles. Pedders' bar is not only thicker than stock to further reduce body roll in the turns, but it also features multiple mounting positions to shorten the swing-arm length, thereby increasing its effectiveness.

This is a direct comparison of the O.E. upper rear control arm bushing with the Pedders EP7263 Control Arm Upper Inner Rear Bushing. The O.E. part has rather large NVH mandated voids, while the Pedders bushing is a more energy efficient and resistant urethane part with more control surface than the O.E.-unit. As a result, the rear upper control arm bushing will deflect less while the small round NVH holes maintain O.E.-like NVH properties. Unlike the O.E. pressed bushing, the Pedders piece slip fits in.

The adjustable rear Pedders sway bar is mounted under the G8 using the supplied hardware and urethane bushings.

Since the Pedders struts use the O.E. upper spring perch, Colt employs a spring compressor to safely separate the O.E. struts from their perches. According to Pedders, "Since there is significant load on the coils, the only safe way to break down these units is to use a spring compressor. If you are a DIY and not comfortable using a spring compressor, most auto parts stores will disassemble and assemble your struts for a small fee."

The O.E. struts are "No Gas" (NG)-basically an oil and air twin tube design, whereas the Pedders Gas SportsRyder is a nitrogen-charged oil and gas strut, which the company says is more stable than the stock unit. There are seven coils in the O.E. black rear spring and eight in the Pedders red SportsRyder. Pedders' spring rate is about 30 percent higher than the O.E. coil, although Pedders doesn't publish their exact spring rates. "The increase in rate and the difference in wind deliver a more secure feeling to the driver," says Pedders.

Once the new rear struts are installed, the Rear Sway Bar Double Ball Joint Endlink is bolted in.

Moving forward, the two outer O.E. GM front strut mounts show wear after only 250 miles. The center bushing is a Pedders 5851 Severe Service G8 front strut mount new out of the box.

The Pedders 5030 bearing features a white plastic top and a yellow plastic bottom to allow it to be installed into the 5851 strut mount. It's a "low-speed bearing" that facilitates easier steering at low speeds.

With the stock upper spring perches attached to the new Pedders Gas SportsRyder front struts and SportsRyder 2954 lowering coils, the units are installed on the G8. The SportsRyder coils lower the vehicle and its roll centers, making the G8 more stable in the turns. The rates for both the strut and the coil reduce suspension and body motion, keeping the tire in better contact with the road. According to Pedders, "The ZETA chassis responds exceptionally well to these modifications."