different extreme alignment.
#23
Up to you to determine what camber your particular set up, power and conditions want. Get a pyrometer, consistent driver and lap timer. Report back
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#24
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I was cussing at how much friction there was in the urethane bushings in the V8 roadster arms when I was installing them. I was hoping they would be much better than they are. Then I figured out most of the joints pivoted better if I greased every surface and they slid inside the arms instead of around the center pins. This got the friction down to just a few pounds. No telling how long it will last or until the mix of antiseize and redline grease I used turns to dirt though and everything will need to be taken apart again to get grease in effective places.
Id like to find real bushings that fit the V8 roadster arms instead of the stupid material choice urethane ones they came with.
#25
Bob, your V8R arms have poly? I swear the only set of them that I've seen had delrin, and the owner of the car claims that every bushing in the car is delrin, even the steering rack.
#26
The protos were made a long time ago from Delrin. I began experimenting with camber up to 4* about a year and a half ago. Pleased with the results, I decided to put the bushings into production this year. The engineer working on the project suggested a non branded acetal that would be both better suited and way less expensive. The formulation will remain proprietary of course.
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#28
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In My opinion if a person wants stiffer A-arm bushings they should go straight to Delrin or acetal or whatever. The car rides better on A-arms that pivot more freely allowing the shocks and springs to do there job much more so than having just a miniscule amount more if radial vibration damping over real bushings. Poly is good for locations that don’t need low amounts of sliding friction like engine mounts, diff mounts etc not for bushing where low sliding friction is what is really needed.
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I would think that large amounts of front camber would create a sub-optimal situation for braking, much like accelerating does for the rear in a high-horse car. Is the difference made up by braking less and cornering faster? Or is cornering that much more important to laptimes than optimal braking?
#33
I would think that large amounts of front camber would create a sub-optimal situation for braking, much like accelerating does for the rear in a high-horse car. Is the difference made up by braking less and cornering faster? Or is cornering that much more important to laptimes than optimal braking?
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Plus, you load the front tires so much with the weight transfer under braking. You're never going to load the rear tires anywhere near as much with acceleration out of a turn, so acceleration grip is much more camber sensitive than braking grip.
-Ryan
-Ryan
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