[QUOTE]Originally posted by Jonathan
I laid down a small spew on O.D. as well tire split management a while back. They didn't buy it... But I did not do as well a job as you did in selling it either.
Speaking of techical info. Please enlighten me on the following.
Shock positions... as I understand it, the more laid down, the softer and also more progessive. Now..I have only used these diff. pos. to soften or stiffen. What am I missing out on by not using the "progressive" part. I'm thinking less responsive but more mid corner bite??? Please....
****As you say the more laid down the softer (it will feel) and also the more progressive the suspension becomes. A basic way to look at it is if the shock was at a 90 degree angle to the suspension arm i.e. arm is flat and shock is standing straight up. What would happen then is that for every 1mm of arm movement you would get 1mm of shock movement i.e. linear rate. The more you lay the shocks down the more progrssive the suspension movement becomes. Example shock at a 45 deg angle to suspension arm, arm moves 2mm shock moves 1mm . Makes the suspension seem softer as the shock is just moving less than in the first example. However as the arm continues its upward movement the angle to the shock increases and the rate startes to move more toward linear, hence saying progressive. As the arm moves more the suspension (shock) will start to compress more and the rate starts to become more linear i.e. starts to feel stiffer. This is a tuning aid and can be used on bumpy tracks, to get more initial turn in, to avoid/reduce traction rolling etc.
Ackerman... A= less initial and smoother but more throw... C= twitchy but less throw and thus less overall steering??? C felt like the 2 deg of front toe out I ran once in my v1rr. Is it a misconception that more toe out yeilds more steering cuz ulitimately you are getting less throw at the outside wheel... Again...please
******Ackerman, you are correct C enters a turn the hardest, A less turn in but more mid corner and exit steering. B would be in between. Regarding the toe out, more toe out gives less straight line stability, more initial turn in and less exit. Less toe out yields more straight line stability, less initial turn in and more mid and exit steering. Ironicaly the reverse seems to be true with 5th scale!
Droop... less in the front yeilds more on power steering ... But I've read that Salven uses droop to keep tires in constant contact w/ pavement to get on power steering. He can't be wrong....?
******It's a ballance is all that I can say about this one. Also can be used in conjunction with up stops in the rear of cars. Ruel of thumb for me is to set the car up so that you have 3-4mm of suspension down travel from ride height (correct diameter tires, set ride height, allow chasis to raise 3-4mm before tires leave ground). Theretical purpose is to stop the car from trasitioning too much weight from front to rear when accelerating and breaking. Problem is that if you run too much droop in the front your car transitions too much (when accelerating and breaking)and starts to feel lazy and can also push in on power corners. Run to little and you car will not transition enough weight to the rear of the car, under hard acceleration your front tires can leave contact with the track, when this happens no steering. I guess my answere to this one is you will have to try a couple of different settings to find what works best for you and the track that your on.
What's better? Stiffer front spring and say 40's or softer front spring and 45's. Huuummm..
*****This is dependant on the amount of grip and track surface. You allways want to run the hardest tires that you can. The reasoning behind this is then you will have the least amount of tire wear and your car will will not change as much during a main. (less wear=less change in tire dimetes=less change in overdrive ratio=more consistent car).
Lastly...boxers or ....j/k.
Thanks in advance. I have more questions later if you don't mind.
***** Not a problem. Post away.