Mugen MTX-4
#2371
Originally Posted by moot
i always thought that reducing the shims on the rear uprights gave more traction?
#2372
Okay, I 'll test three and four shims, I'll report to you guys on Saturday after testing.
I read it somewhere...., Mike Swauger explained higher rear upright means more side bite for Mugen Cars ( side bite = cornering grip ? ) and less chance to flip.
I hope he is right j/k ( of course he is right )
I read it somewhere...., Mike Swauger explained higher rear upright means more side bite for Mugen Cars ( side bite = cornering grip ? ) and less chance to flip.
I hope he is right j/k ( of course he is right )
#2374
basic rule is:
rear end of car - loose feeling = add shim
rear end of car - too tight = less shim
cannot go over 2.5mm in shims. if the car still feels to loose in the rear, go to other setup options (i.e. tire compound, droop, etc.)
rear end of car - loose feeling = add shim
rear end of car - too tight = less shim
cannot go over 2.5mm in shims. if the car still feels to loose in the rear, go to other setup options (i.e. tire compound, droop, etc.)
#2375
Tech Master
iTrader: (92)
Originally Posted by Jo Gutierrez
cannot go over 2.5mm in shims. if the car still feels to loose in the rear, go to other setup options (i.e. tire compound, droop, etc.)
#2376
aside from changing tires, taking off or adding shims is really easy as you know
the only reason why i said i don't go over 2.5mm was because that's the most i've used. and also, i remember reading XRC a while back and it was about the shimming not to go over 2 or 3 mm which was based on robbie collin's mtx-3 setup tips. i should still have that mag somewhere but it will be pretty tough to find it now but if i do, i'll scan it and post it over here.
next time, if i feel there's a need for more shim in the rear, i'll definitely try more like you suggested
the only reason why i said i don't go over 2.5mm was because that's the most i've used. and also, i remember reading XRC a while back and it was about the shimming not to go over 2 or 3 mm which was based on robbie collin's mtx-3 setup tips. i should still have that mag somewhere but it will be pretty tough to find it now but if i do, i'll scan it and post it over here.
next time, if i feel there's a need for more shim in the rear, i'll definitely try more like you suggested
#2377
Anybody looking for an mtx4 mine is on ebay, brand new in the box with
extra rear shock tower clutch bell and ball ends. I paid 419 for kit starting bid
400. Onroad has all but died around here, gonna stick to offroad. only 1 day
left.
extra rear shock tower clutch bell and ball ends. I paid 419 for kit starting bid
400. Onroad has all but died around here, gonna stick to offroad. only 1 day
left.
#2378
the 3racing titanium pivot balls for v1rrr is only $35 (yes, that is for 8 of them). i was wondering if they are the same size and can be used for the 4. because if that is the case, it will be a very cheap upgrade!
#2379
Tech Fanatic
iTrader: (1)
Originally Posted by Jo Gutierrez
the 3racing titanium pivot balls for v1rrr is only $35 (yes, that is for 8 of them). i was wondering if they are the same size and can be used for the 4. because if that is the case, it will be a very cheap upgrade!
#2380
Originally Posted by Jo Gutierrez
the 3racing titanium pivot balls for v1rrr is only $35 (yes, that is for 8 of them). i was wondering if they are the same size and can be used for the 4. because if that is the case, it will be a very cheap upgrade!
bit lightweight but stil working out bit more to fit d specs right.
#2381
so you mean they are the same
if they are, then there shouldn't be any problem, right?
if they are, then there shouldn't be any problem, right?
#2382
whats settings are you guys using for the front and rear belt tensions?
#2383
Tech Adept
Roll Centre
Hi guys, this is my understanding of roll centre, so please correct me if I am wrong :
RAISING THE ROLL CENTRE: To raise the roll centre you make adjustments so that the top arm/link is at a greater angle in relation to the lower arm. To do this LOWER the INSIDE pivot point (the pivot point located on the shock tower on most cars) of the top arm/link OR RAISE the OUTSIDE pivot point (located on the suspension upright on most cars) of the top arm/link. Raising the outside pivot point of the top arm can be achieved by adding shims to the upright.
As raising the roll centre reduces the distance between the centre of gravity and the roll centre, the car will roll less when cornering forces are applied. Because the car rolls less, the wheels will have less weight transferred to them and therefore have less traction.
Effects of rasing the front roll centre: The front tyres will have less grip, and therefore the car may understeer at higher speeds (off power). However because less weight is being transferred from left to right, the car will react more quickly and feel more responsive in low speed corners.
Effects of raising the rear roll centre: The rear tyres will have less grip, and therefore the car will change direction faster and generally be more responsive.
LOWERING THE ROLL CENTRE: To lower the roll centre you make adjustments to the top arm/link so that it is more parallel (grammar?) in relation to the lower arm. To do this RAISE the INSIDE pivot point of the top arm/link OR LOWER the OUTSIDE pivot point of the top arm/link.
As lowering the roll centre increases the distance between the centre of gravity and the roll centre, the car will roll more when cornering forces are applied. Because the car rolls more the wheels will have more weight transferred to them, and therefore have more traction.
Effects of lowering the front roll centre: The front tyres will have more grip and therefore the car will have more off power steering. However because more weight is transferred from left to right the car will generally be less responsive (especially at low speeds).
Effects of lowering the rear roll centre: The rear tyres will have more grip and the car will have a tendency to understeer (on power). The car will react less responsively and will usually feel more docile and controllable.
As I said before, this is only my understanding of roll centre and am I by no means are suggesting that anyone else on this forum is wrong. If I am grossly misinformed please correct me.
I hope this helps...and makes sense
RAISING THE ROLL CENTRE: To raise the roll centre you make adjustments so that the top arm/link is at a greater angle in relation to the lower arm. To do this LOWER the INSIDE pivot point (the pivot point located on the shock tower on most cars) of the top arm/link OR RAISE the OUTSIDE pivot point (located on the suspension upright on most cars) of the top arm/link. Raising the outside pivot point of the top arm can be achieved by adding shims to the upright.
As raising the roll centre reduces the distance between the centre of gravity and the roll centre, the car will roll less when cornering forces are applied. Because the car rolls less, the wheels will have less weight transferred to them and therefore have less traction.
Effects of rasing the front roll centre: The front tyres will have less grip, and therefore the car may understeer at higher speeds (off power). However because less weight is being transferred from left to right, the car will react more quickly and feel more responsive in low speed corners.
Effects of raising the rear roll centre: The rear tyres will have less grip, and therefore the car will change direction faster and generally be more responsive.
LOWERING THE ROLL CENTRE: To lower the roll centre you make adjustments to the top arm/link so that it is more parallel (grammar?) in relation to the lower arm. To do this RAISE the INSIDE pivot point of the top arm/link OR LOWER the OUTSIDE pivot point of the top arm/link.
As lowering the roll centre increases the distance between the centre of gravity and the roll centre, the car will roll more when cornering forces are applied. Because the car rolls more the wheels will have more weight transferred to them, and therefore have more traction.
Effects of lowering the front roll centre: The front tyres will have more grip and therefore the car will have more off power steering. However because more weight is transferred from left to right the car will generally be less responsive (especially at low speeds).
Effects of lowering the rear roll centre: The rear tyres will have more grip and the car will have a tendency to understeer (on power). The car will react less responsively and will usually feel more docile and controllable.
As I said before, this is only my understanding of roll centre and am I by no means are suggesting that anyone else on this forum is wrong. If I am grossly misinformed please correct me.
I hope this helps...and makes sense
Last edited by SNACKPACK; 07-20-2006 at 02:47 PM.
#2385
taken from previous page:
Quote:
Originally Posted by moot
so the 'standard' position is the tightest?
Yes.
so is standard tightest or the loosest
Quote:
Originally Posted by moot
so the 'standard' position is the tightest?
Yes.
so is standard tightest or the loosest