Quote:
Originally Posted by Matt@BOS
I think it would actually be advantageous to update the geometry of what's on the the Dirt Missile to what Speed Tech is using. It really is dirt track stuff at the moment. It is either from Howe or copied from Howe, and as Mike at Muscle Rodz pointed out, I'm pretty sure the current lower control arms are actually going to lose caster under compression because they are not mounted parallel to the longitudenal centerline of the car.
|
Okay, this post is about suspension and not intended to be a defense of any particular person or company. Fair enough?
Here is a quote from Blake's post number 578 in this thread:
"I feel that the design and performance of our subframes and chassis are the top of the Line. We did all the design EXCEPT the geometry on the front suspension, which Ron did and I think you are starting to see some pretty well built competitive cars out there now."
Dirt Missile has a track only high-travel/low-roll suspension with a very stiff front swaybar and specific scrub radius, dynamic caster gain, and Ackermann to make it work on track. Plug it in a suspension analyzer and you will see what I mean. (I have) It doesn't really matter if the components are dirt track, asphalt late model, or GT prototype as long as they produce the desired geometry. With that said, I agree that the LCA is probably a little light duty for this application, and I would change it. Pro-touring cars, out of absolute necessity, have some compromises to make them work on the street. You don't want a front suspension that easily travels 4 inches in compression, with no roll, or you would never get in or out of a drive-way. And, with wide tires in a production car chassis it is very difficult to get anywhere near zero scrub - something a good race car needs for turn-in. You need to decide whether you want a street (capable) car or a race car.
I subscribe to the high-travel/low-roll philosophy for a
track car. I use Speed Tech's ATS spindles adapted to different length Howe ball joint studs, JRi shocks, a 2000# rate sway bar, and my own fabricated control arms. The LCAs are a little heavier than I would like, but they provide some insurance for the stress of big tires and big brakes, and they accommodate a 335 with 9 inches of wheel backspacing, which gets me to a near-zero scrub radius.
Pappy
