One of the reasons for fitting coil over suspension is to allow for accurate changes to ride height, but there’s lots of misinformation as to how to make these ride height changes - Should you use the spring perch or the lower damper mount?
A common myth is that if we adjust the ride height via the spring perch then we’re changing the effective spring rate (which simply isn’t the case for a linear rate spring). There’s various arguments as to how this will adversely affect the suspension’s operation and the car’s handling. Those who believe this myth will make ride height changes at the lower mount, but this can compromise the suspension performance, or be outright dangerous.
Setting up coil over suspension is a balancing act - We’re trying to get our desired ride height, while also achieving sufficient bump and rebound travel, and most importantly, ensuring the wheel can’t contact the chassis at full bump travel.
The first priority is to ensure that the wheel can’t contact the chassis and this is done with the spring removed so we can jack the suspension to the full bump position. At this point the lower mount should be adjusted to ensure clearance to the chassis.
We can then check the total amount of suspension travel at the wheel. A good rule of thumb is that 2/3 of the available travel should be in bump, while the remaining 1/3 should be in rebound from your target ride height. Since the maximum bump travel position, and total travel are now known, we now have a guide as to what the ride height should be in order to meet our rule of thumb.
Of course the rule of thumb is just that and we may choose to compromise bump travel in order to run the car lower. But the point of the post is that the lower mount is there to control our bump/rebound ratio and prevent wheel contact, while the spring perch is there to adjust the ride height.

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