aklackner wrote: ↑Mon Aug 06, 2018 1:15 pm
Many, many thanks for taking the time to help me learn. I understand very little in this area so can't resist if that makes sense. I need to spend time driving it before I should attempt to stray too far from conventional designs.
Unfortunately starting that has to wait until I have my car together.
The force of the sway bar on the inside is a great point that I've entirely overlooked, and it confuses me a lot.
I could see a scenario where the inside rear wheel would get lifted due to insufficient suspension travel, when the roll bar is preventing extension, especially in a faster transition where damper rebound would add resistance to changes. But I get lost instantly trying to think about this.
I figured this was all a very long shot and if it made sense would be more commonly seen. I guess I have the parts so there's little harm in testing a bit once things are further along with the project.
Thanks again for the help and sharing your experience!
100% happy to help you think/talk through setup stuff. It’s always a fun and good discussion.
Yep, gotta remember that, as the the outside corner compresses, the rear bar will act almost like a stick axle and push the inside up also (or limit droop travel). Nearly any bar is going to have a decent amount of “upward” or compression force on the inside, rear. As the bar gets stiffer, the inside rear droop is less and less.
Another good thing to remember is that, when the car is loaded up in a corner, there’s a buncha load that travels on the diagonal between the inside rear and outside front. If you lift, it’s the outside front that gets most of the load. Hit the throttle and it moves from the inside front to the outside rear.
Maybe the last thing to leave you with right now is the mull over static vs dynamic camber. With a car as softly sprung as your setup, there’s going to be considerable roll... enough that I’ll wager the outside rear tire will be at zero camber or even positive camber. This means the car may be loose in a steady state corner because the outside rear tire is decambered... not because of the rear bar size. All of this means that it could actually be a case where a bigger bar tightens the car up a little in steady state stuff but makes it looser on transitions or drop-throttle situations.
As far as the setup plans, give them a try! Only way you’ll know is to test it out and form your own opinions.
