Not that I have any more info then the next guy these are some things that I take into account when setting up some of these suspension numbers.
1. Overall tire height
2. Widest Track width possible with given tire height and ride height of
vehicle, The fender over hang, or how much the tire tucks affects this.
3. Desired Suspension design to be used Mustang II or corvette, ETC
4. Physical contraints of the car, size of car, spindle vs desired rim size.
5. Avaliblity of rack and pinion for proposed narrowed suspension geometry
or will you have to do a custom width rack.
6. If your building you suspenion to an already avalible rack width then more then likely you will have to adjust your suspension track width to optimise. We do this in Solidworks. You must also take into consideration the steering arm height of the spindles and how that rack location will affect engine mounting and Engine dampener clearance.
7. After you have figure out all these different issues, you must decide what specs can and would like to have in your suspension. Do you want a high roll center or a low? What kind of camber gain are you looking for? The length of the upper control arm determines this along with the static angle it is mounted at.
Roll center, upper control arm to lower control arm ratio, instant center, anti-dive, scrub radius, and an million other things that all affect each other. If your using alot of stock parts things like ackerman and King pin inclination and overall spindle height are already determined.
Then once you think you have it all figured out, you find out the suspension will not droop enough to get the back tires out so back to the drawing board so you don't have to drop the rear trans axle to get a tire off.
Interesting thread but my head hurts.
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