Excellent info - keep it coming. That's the tuning I'm still learning about that I can't copy just from anybody. I'm on spring #3 up front, #2 in back, RSB #3 in back, and gonna try building a smaller adjustable FSB with yet another front spring combo.

Gonna get me some roll center measurements then try for accurage CG's when I change springs in a few weeks. Think I'm gonna faint when I see how badly I've ruined my geometry.

Back to thread topic. It's now Oct and I still haven't seen Part4 of SCC come out.

 

finally!

Part #4:http://www.whiteline.com.au/articles..._Align4_01.htm

 

The anti-squat calculations shown on page 102 of that magazine article are incorrect. 100% A/S occurs when the resultant force line through the SVIC (the red lines through the Instant Centers in the sketches in the article) balances the load transfer due to the ratio of CG height to wheelbase. Hence the calculations should be comparing the height of the line through the SVIC at the front wheels to the CG height. The longitudinal position of the CG is not involved (as the article is suggesting). Based on scaling the picture actually finds the values of A/S to be closer to 37% and 75%.

Squat is a consequence of load being transferred onto the rear wheels due to acceleration, and this can only come as load removed from the front wheels. Picture only the rear springs resisting this increase in rear wheel load; they compress, and the visible result is squat. Anti-squat is simply load transfer that goes through the suspension linkage instead of through the springs. Since individual suspension links normally aren't very compressible or otherwise flexible, load transfer carried through them does not show up as squat.

On edit, wasn't part 4 supposed to be dealing with damper tuning?

Norm

 

i found a place that sells the ball-joint spacers for control arm angle correction...now only to find the link

 

Ground Control also makes some if this stuff for ideas..
http://www.ground-control-store.com/...mpsteer_dp.jpg

 

Part 5 of the series just came out in the May '06 issue. Includes 5 pages describing the function of twin-tube dampers. Not much on actual valving rates & measurements though. Next issue will cover monotube types.

Who wants to host a PDF and I'll scan it?

 

I think we need control arm angle correction spacers more than anything so we can keep our cg's really low, but also not suffer the effects of gaining positive camber...in addition, I have never noticed any concerning amounts of bump steer...

what are you guys running in toe settings up front?
I am running 1/16" out and am going to move to 1/8" soon...

 

I used to run 1/4" total out and am back to 1/8". Seems to give better responsiveness but that could be to other issues I have.

 

so it looks like these are some very simple ideas...that would require a talented fabricator such as matt blehm...but would be relatively inexpensive...

although I do have to say once again, I see no bump steer issues, which was the entire point of the "making it sick article" this time around...but I do see a real advantage to him or someone else making a control arm relocating spacer or such...