Old 10-17-2006, 02:52 PM
  #324  
John Stranahan
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Here is the thing. Those full size cars have a real suspension in the front. Probaly have 3 - 4.5 inches of front travel.

I have exactly 2.5 mm of front travel. That's .1 inch. In real scale that would be 1 inch. That is just not enough. At speed the bump will lift the dam, all bets are off if there is not enough weight to pull it back down in the next few milliseconds. Forget lifting the throttle. It happens way too fast. I have some experience here on a long rough track. The pan car nats was discontinued from this very problem. I would rather the bump lift the wheels and scrape the dam. I stick by my statement. now if you are running 6 cells NiMH you have about 7 more ounces of weight on the car. Front end lift may not be such a problem. I have never liked saddle packs just from the Kiss principle that Pro-ten Holland brought up. Now tell me how a sideways six cell pack is different, other than appearance, than two 3 cell packs in a saddle pack placed toward the back. Certainly that angled center shock is not much improvement over a high shock except for a tiny bit smaller center of gravity. My car actually handled much better outdoors when I raised the center of gravity with the body.

YYhayhim-Tell me on the Corrally C10 X. Is the camber and caster Adjustable. Can you get front springs?

Roll Centers
I have done some thinking (and sketching) on roll centers at the front of the Associated car. I have a feeling that it does not change at all when you tinker with the angle of the upper arm, it always ends up centered at the level of the lower arms which are parallel to the ground. I welcome discussion on this. You do affect camber changes by tinkering with the upper arm. With two moving A-arms you would have the ability to actually lower the roll center for Asphalt. The front roll center is really high on my car, thats why a high center of gravity caused such an improvement.

I have though about the rear roll center on these cars as well. I don't think you can call the rear pivot the roll center and my test with lowering the pivot certainly reflect this. On a full size car with a solid rear axle, leaf or coil springs, no Panhard bar or Watts link, the rear roll center is centered on the axle. The panhard bar or Watts link is added to make this adjustable. I think that on our pan cars the rear roll center is at the ground and moves quickly to the outboard corner of the outside tire on roll since everything is solid back there.

Last edited by John Stranahan; 10-17-2006 at 03:15 PM.
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