Quote:
Originally Posted by mfain
Just a couple of observations. In the past, low front roll centers (2-3 inches, or lower) and higher rear roll centers (or moment centers, if you prefer) closer to the rear axle centerline (typically 12-13 Inches), resulted in a roll axis that sloped up to the rear of the car. This resulted in a requirement for a stiffer front roll resistance than the rear to produce a somewhat balanced set-up (typically 400-550 # front springs and and 200-300# rear springs). If you look at the later model stuff (Corvettes, Vipers, and even stock cars with low mounted panhard bars), you will see that they have lowered the rear roll centers with a corresponding, significant increase in rear spring rates. Lower roll centers generally require stiffer springs to control the roll. The sway bar sizes have also increased to add more roll stiffness, mostly due to the increased tire width. The primary objective is to produce a balanced set-up -- one where the front and rear roll resistance results in both ends of the car trying to reach the same roll angle under a given cornering condition. Lots of variables -- CG, track width, tire width, etc.! There are several good suspension programs that will allow you to experiment. Just remember, when you change one thing, you change lots of others. Lowering the roll center, for example, will generally reduce negative camber gain with suspension droop. Good luck.
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UMM!! I dont have anything to add. You pretty much nailed it. Great explanation... JR