Yes, we are still in business, but on a part time basis. Still use all the same suppliers, still the same product, but it is not on a full time basis which won't work for all customers (and we realize that). Because of this, don't expect someone to answer the phone. Unfortunately, a lot of the calls we took when it was a full time basis were more about tire-kicking, or trying to get free advise on how to build their own setups, etc, but that's part of this business. I can tell you that I have never, ever been busier in my life, but if a customer makes the decision to move forward with a purchase, they are kept informed every step of the way with regular updates, get my personal cell number, etc. Not ideal, but that's how it is.
The main benefit to a well executed 3-Link, relative to a T/A setup is adjustablility. You are correct, a shorter T/A will result in a shorter "SVSA," which stands for Side View Swing Arm, and if you go too short, brake hop can be and often is a very real issue. Honest, no kidding. For the late model F Body cars, this is one of the well documented drawbacks of the early Global West T/A setups, though they may have altered their design in recent years, I don't know. A longer T/A has less of a tendancy for brake hop, but as you pointed out, offers less potential for forward bite (relative), as the Anti-Squat values will be reduced. The problem is, you need to pick your poison, or develop a setup that allows you to change the actual T/A itself to longer or shorter setup, in order to alter SVSA or A/S. With the Lateral Dynamics 3-Link, there is adjustability for these parameters without the need to replace parts, though nothing is free, you need to unbolt the links are locate to other pickup point on the rear housing (pretty easy). The imaginary intersection point of the links, in side view on a three (or four) link setup define the Instant Center/SVSA, so altering their inclination allows these to move forward, back, up and down.
Very high powered drag cars on slicks benefit from an I.C. (the Instant Center, relative to the center of gravity and wheelbase of the car, defines the Anti-squat percentage) that is low, and towards the rear of the vehicle. Autocross cars need a compromise of forward bite (moderate to high A/S), but need good braking behvior. Very fast road courses (such as Willow Springs, etc), with heavy braking zones demand predictable no-hop braking and this is generally obtained with a long SVSA (resulting in relatively lower A/S).
None of this is important to a lot of folks, but it is to the customers that we attract, which is why we designed things the way we did. Works exceedingly well, and is getting faster with every tuning session.
I think the ultimate would be a mid engine conversion, which I dream about every once in a while, but that's be harder to pull off than the C6 conversion on most car. Guess I'll have to save my pennies for a Lola or McLaren Can Am car!!!
Mark
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Brian Hobaugh SCCA National Tour June 2014
First Hemi 'Cuda Convertible Ever Built
Short clips: Goodguys Pleasanton autocross and pit videos
Good to know your still providing the 3-link, I will be choosing a rear suspension system and had hoped to be using your 3-link or the quadra-link. I just need to decide on which one will work best for my camaro.
Hybrid Mode
