BTW, the camber 'blowing out' is the result of the ride height change. Most stock type unequal length double control arm suspensions will have constant chamber changes as ride height goes up and down. So focus on why the ride hieght is dropping.
I have not worked on one of these for years, so everyone keep me striaght on this.... Just a question: Are you tigthening up the LCA bushing bolt through the K frame while the car is up in the air and the LCA's hanging way down? These bolts should be left a bit loose so they can turn while you set the car down and adjust the static ride height with the torsion bars. Once the ride height is set with the T bar adjustment, and the car is on the gournd and level, THEN you lock down the LCA bushing bolt tight. If I recall right, this centers the LCA bushing rubber in the ride travel.
If you lock the LCA bolt down first in that LCA bushing type with the car off the ground and the LCA at a drooping angle, then the LCA rubber will act as a spring as it twists as you lower the car the first time. The extra 'spring' makes you falsely adjust the Tbar too light. Soon afterwards the whole LCA bushing can twist in the arm and this 'artifical spring' will be gone, and the lighter-than-it should-be T-bar adjustment will not be enough to hold the car at the right ride height.
Did the new LCA bushings go into the arms pretty easily? If so, the LCA holes for the bushings outer sleeve may be a bit worn now.
Where is the LCA oriented when you slip the T-bar in the LCA socket? Kinda flat out or more vertical-ish?
