Originally Posted by DavidNJ

I confused by what you meant by that. Every coilover I've seen has a thread on or over the barrel of the shock which holds one spring seat and the other side is fixed.

To the best of my understanding, the position of the seat on the threaded section (which is the lower section on an S2000 but some other cars run inverted shocks) is a function of spring length, spring rate, ride height, and cross weight. If the rate is high or wheel travel in droop high (which it often is for a lowered car) the spring may unseat in droop and a low-rate 'helper' spring is added. These low rate helper springs are full compressed in normal operation. If the spring rate is low or wheel travel limited the spring may needed to be compressed for installation, even at full droop. Stock springs with an independent suspension are usually like this and many oval track cars running big bar/soft spring or bump spring configurations will also have very soft main springs, at least on the front.

BBO, is this car also a daily driver or frequent weekend car, or primarily a track day car?

An interesting note on camber. Roger Caddell of AIM Sports, which sells data acquisition stuff and dashboards, said at a seminar last fall that when setting up his son's Mustang for a Ford Mustang Challenge series their data showed more camber was always better. The went to the point where his son Andy complained the car was hard to stop. On the street, excessive camber leads to tire wear. In the Solo II S/B and STR class drivers most seem to go for close to the maximum possible, possibly matching the rear closer to the front rather than take it to its max.