Quote:
Originally Posted by csdilligaf
I know the high castor may make the steering effort a bit harder. Also the less distance between the kingpin axis and the tie rod ends will increase the effort. There are several mid engine kit cars that use the C5 suspension and geometry with manual steering. I'm hoping to find a happy medium or just may have to go to power assisted steering. Don't really want to do that as I am all for the raw feel of man and machine like the glory days of CanAm.
As for the roll center I thought a higher roll center and low center of gravity meant a car will be less likely to roll in a turn? Shorter lever to use as leverage?
If Performance trends 2001 Corvette example is correct and you turn the outside front tire to 25 degree's like in Ron's example of Ackerman calculation the Corvette has 12% ackerman. Do you get the same?
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I've heard to not trust that Corvette file. It's not 100% accurate but I have no proof either way. I do know Corvette's have poor Ackerman correction. You can feel it in a parking lot, my wife has a C5 Corvette. We set some toe-out to compensate for it.
I would try for a low scrub radius, maybe .5". On a heavier car like a Corvette or Camaro 1" isn't bad at all.
A higher RC stiffens the suspension in roll but also causes jacking effects and the geometric stiffness forces bypass the suspension so the springs and sway bars do not affect it to some percentage. I have heard to shoot for a 3" high front roll center. Your front dive in inches is going to depend on spring rate at the wheels and percent anti-dive. I don't have the formula to calculate it though. I think spring frequency relates well to dive travel and that may help.