"Gregs- Hey, did you cut the SE springs or your old stock ones?"

chris, i cut my old ones.... im keepig the se ones in case these ones dont work out, but i did some corner testing and they worked quite niceley

 

You get oversteer and understeer at the same time. I had stiff aftermarket + cut springs in the rear of my car from the front of an Accent. It handled terrible.

 

i just got back from some "accelerated" corner testing, and the car like to bust loose in the apec of a turn, then grab like mad when it straightens out........

and the car is sitting lower on the left than the right,YES I DID CUT THEM EVEN i think im gonna put the stock springs back in...

-greg

 

Mine sat lower on one side as well.

 

that wierd.. wonder what it is.. and its not cause of the drivers weight cause i wasend in the car

maybey the front coils are uneven.....

 

the car's obviously gonna sit lower on the left than the right. The left side of the car recieves the most stress during daily driving due to driver weight. On top of that any time you make a right turn centrifical force of your body weight begins to intensify on the left side, and exact oposit on the right when you make a left turn. When you turn left more weight is on the inside of the turn which lessens the stress on your right struts...err...something like that...nothing a new set struts or rotating your current ones wouldn't fix.

What I'm meaning by all this blabber is that over time the left struts wear down faster...

 

gotcha

thx

-greg

 

I always thought of it the other way around, the suspension has less leverage on the body. That means more body roll all else being equal, right?

I've never quite got the grasp on roll center. Where would the optimum roll center be? Ground level?

Corvairs with the original swing-axel independant rear suspension... talk about rear end jacking. Can we say brake, slide, then roll.

 

Depends on how you look at it. The way I see it, the G forces are a force pushing sideways on the center of gravity, and the roll center is the point where the suspension (and therefore the ground) is pushing back. The longer the distance, the more force is transmitted to the springs and sway bar, and the more the car leans for a given G load, springs/sway bar being equal. If the CG and roll center were in exactly the same place, there would be zero body roll, for example, since there would be no leverage at all against the suspension. There would still be weight transfer to the outside tire since the CG is still above ground, the only difference is the suspension isn't moving. This is quite unstable as you could imagine.

Optimum roll center is something chassis designers debate long into the night. I'm of the mind that as long as it is stable it's OK. The trick is making it stable.

 

Good thread, my compliments.