Ron, did not know you were working with Ron Ver Mulm on his Camaro. I've known and watched him for years as he was "close by". That car is special for sure and I'm betting it's even better now.
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Lance
1985 Monte Carlo SS Street Car
Ron, did not know you were working with Ron Ver Mulm on his Camaro. I've known and watched him for years as he was "close by". That car is special for sure and I'm betting it's even better now.
Yeah, he emailed me the link to the video to watch after his first day out with it. He said it has WAY more rear grip on entry & exit, which is exactly what a decoupled 3-link does.
The accel side of his is spot on. The decel side needs stiffer dampening & spring rate. I do not know how much he picked up, but he said it was quicker than ever.
Yeah, he emailed me the link to the video to watch after his first day out with it. He said it has WAY more rear grip on entry & exit, which is exactly what a decoupled 3-link does.
The accel side of his is spot on. The decel side needs stiffer dampening & spring rate. I do not know how much he picked up, but he said it was quicker than ever.
Ron,
I see the upper link is offset inboard of the differential (which itself is offset well to the right), but the upper link still appears to be offset to the right (passenger side) of the center of the axle housing. How did you calculate the left/right lateral offset of the upper link with this oddball configuration?
I see the upper link is offset inboard of the differential (which itself is offset well to the right), but the upper link still appears to be offset to the right (passenger side) of the center of the axle housing. How did you calculate the left/right lateral offset of the upper link with this oddball configuration?
Thanks
Pappy
Hey Pappy !
The pinion offset (or 3rd member offset) does not play a calculation in the determination of top link offset. The track width & friction (or power loss) from the specifics of the rear end are used to calculate the optimum top link offset.
While I don't share my formula, I will say the more power loss a specific rear end creates, the more it is unevenly loading the left rear tire & the more we're going to move top link to the passenger side to neutralize this.
For folks that don't know this, all symmetrical rear suspensions experience "torque steer" ... meaning the left rear tire gets loaded more than the right rear tire. The amount (or degree) is directly related to how much friction a given rear end has, from it's hub bearings, carrier & pinion bearings & R&P gear teeth meshing.
I have a question on the steering shaft. I looked at the Sweet and Woodward universal joints, and they state to keep them under 20*. It looks like your angle after the firewall kicks over at about 45*. Is it okay to run that much angle? I’m going to be close to the same angle and thought I would need a double to half the angles, but if they can run that much, would make life easier.
I have a question on the steering shaft. I looked at the Sweet and Woodward universal joints, and they state to keep them under 20*. It looks like your angle after the firewall kicks over at about 45*. Is it okay to run that much angle? I’m going to be close to the same angle and thought I would need a double to half the angles, but if they can run that much, would make life easier.
Hey Craig!
That photo angle is a little deceiving. The angle difference is about 32° & we've never had a problem with that.
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Last edited by Ron Sutton; 06-18-2018 at 03:00 PM.
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