[snorky]

Originally Posted by fullerton

What about things that modify caster (ALK & Camber/Caster plates)? Will that do anything since the strut won't move up the same amount (as compared to the ground) per inch of compression?

the strut won't compress as much but the rest of the suspension will move the same amount with extra caster as without.

Great posts as always stretch.

[scoobydo]

Originally Posted by MGizzle

If you are runing stock getting more camber in the front will kill your understeer, if this is your only concern. I actually started loosing the tail too much when I went to camber bolts and -2.1deg and went back to stock bolts and -0.9deg in the front. Camber bolts suck, slip too much.

I have adjusted the camber as negative as the stock mounts will allow. The car is not well balanced...yet.

You said you went to oversteer at -2.1 degrees. Do you have a stock anti-sway bar? Is everything else stock?

[stretch]

The stock 0.9 degrees of negative camber is very insufficient for most setups. It does feel great if running a much larger rear sway bar than front since this alleviates the loads (stress) on the front tires. -0.9 with the stock front and 24mm rear sway bar feels outstanding and the front tires won't wear as unevenly.

It seems to me that in practice, the more folks stress the front tires (via large front sway bars), the more camber they end up running. (Those are my observations, not from my own experience.)

Originally Posted by MGizzle

Stretch, any idea if scrub (not scrub radius) will increase on the McPherson layout if we increase roll center?? I know it does on a double wishbone but not sure about our geometry. Hmmm...got to look into that one.

I think tire scrub is dependent on roll center height, not type of suspension. So, wishbones or struts, I think they should have the same amount of scrub so long as they were angled to have the same roll center height. Of course, the strut suspension will have more roll center migration in use, which may change the feel of things. Either way we're dealing with a suspension with a roll center near the ground, so scrub shouldn't be an issue. (Edit: unless you run the 6gun ball-joint extender on anything more than a slammed race car, then scrub and jacking forces could be an issue.) More important would be vertical roll center migration, since a changing roll center results in a car that won't settle in a turn.

Since you mentioned scrub radius, I'll mention that almost any modification to the car looks like it should ideally be accompanied with lower offset wheels.

I actually requested pictures from friends of my car rolling at the track (my ride is stock) and I have 1-2 shoots where my entire inside (front and rear) is almost lifted off if not already up due to the enormous roll.

Explain? I know you know that body roll does not cause more than a percent of weight transfer; the rest is from Cg height.