Quote:
Originally Posted by Teetoe_Jones
Not technically accurate. The geometry of a DSE based subframe is great; the product is great, the service is great. But the Speedtech frame with the ATS tall spindle will exceed the geometry available in both the DSE and AME frames by a good margin. The amount of negative camber gain per inch of suspension travel is possible to exceed even the most aggressive settings on either DSE or AME frames. Add in the revised bumpsteer, and amount of caster and the frame is just as good as any offering from the big name guys.
Regardless it all comes down to driver. Look at the One Lap Camaro with David Pozzi behind the wheel. It beat up and bested DSE framed cars many, many, times over; it was all done with a modified factory subframe and a tall spindle.
Tyler
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Tyler,
I wanted to say first that i'm fairly new to suspension geometry, but i'm learning, so feel free to correct me if anything I say is wrong. I'm here to learn just like the OP.
I remember reading a post a while ago, and I can't seem to find it now, by marcus from sc&c. He had posted the camber gain numbers of a few different combinations, and I believe that the ATS spindle when coupled with the guldstrand mod had a camber gain of about .85* per inch (again, correct me if i'm wrong). While more camber gain is generally desirable, like everything it is a compromise. What does this camber gain do to the roll center height, and the lateral roll center migration? How much does it shorten the instant center?
When I mentioned the DSE, AME, and JRS frames have better geometry I was talking about more than the Camber (gain), caster and bump steer. There are a lot of other things like the instant center, king ping inclination, scrub radius, side scrub, RC, roll center migration, anti-dive etc. that effect the stability and handling of a car.
I honestly don't know the numbers of the different subframes, so a lot of this is based on assumption.
And I agree about the driver being more important.
I appreciate the help.
