Also, consider replacing the trailing arm bushes if these are old.
there should be a level of camber adjustment in how you bolt the trailing arm, springlplate and hub together. best to refer to your bentley/ haynes for exactly how to do this rather than someone elses interpretation of what they read in their own Bentley/Haynes
Trikky is right, this is a pretty major thing to do as you are changing the fundemental kinematics of the suspension. To some extent, lowering a bus changes the suspension behaviour, but it still results in the suspension kinematics operating in the range that it was designed for. This is until you start notching chassis rails as VW would obviously not have considered this and the chassis rails would be one of the boundary conditions they used for maximum travel - or come to think of it maybe only the bump stop.
I must admit, the only time I have seen this done is when people replace the original trailing arms with Porsche alloy trialing arms - along with the rear hubs to achieve a straight 130pcd bolt patten for upgraded brakes and wheels. they remove the original cleats that hold the trailing arm - align the wheel and weld in place. for an example see page 6 here:
http://www.vwkd.co.uk/bb/viewtopic.php?t=20&postdays=0&postorder=asc&start=60&sid=5816265225b8db1663e522d31fb591df" onclick="window.open(this.href);return false;
i am not sure how much work goes into making sure the swept path/orientation of the wheel is desirable as the exact alignment of the semi trailing arm setup will depict the wheel recession, lateral displacement, vertical displacement, toe/steer change and camber.
as trikky eluded to, the bushes can also play an important role in the amount of compliance - another reason why you shouldnt necessarily believe that upgraded bushes are the best thing since sliced bread. for example..even the bushes in the dampers have impact the performance. I know we are not talking about high performance vehicle here, but I just want to highlight the impact on changing such things.
NaFe
