here is my two cents to this post:
I am coming to you from the European sportscar road-racing world, and what I can tell you about suspension geometry in lifting/lowering the center of gravity (SUSPENSION/BODY) in relation to the wheel is that of caster.
Consider the exact spot where the tire hits the pavement. This is like a small square area as wide as the tire or so. More CAMBER narrows the tire-to-tire distance as measured from the inner wall. Less CAMBER, or NEGATIVE CAMBER, widens the distance from inner lower tire to inner lower tire. Road racers run negative camber in order to gain handling through corners.
Let's talk CASTER though. Caster involves the wheel position as it relates to the vehicle's center of gravity and ultimately the steering pivot points. As the pivot points of steering drift behind the wheel, the CASTER becomes more positive (like the steering angle of a bigwheel when we were kids). The steering effort would be greater in this sense. More negative CASTER would create greater moment arms, resulting in lesser effort to maneuver the wheels of the vehicle, lending to a "looser" type feel. Incidentally, less caster makes the tires want to follow all the grooves in the pavement. More caster gives us this "stable" feeling of the steering at higher speeds i.e., the tires want to go along the path you tell them to thus increasing the effort it takes to maneuver them off that path.
Is it possible that lifting the geometry just a little bit is enough to decrease caster? Maybe YES. I wonder if GM has the provision to adjust caster as part of the alignment of the front end... a lot of stock suspension setups do not allow for caster adjustment....
