So I got home yesterday and spent a couple hours taking out the spring and trying spacers and whatnot. I took a bunch of pictures but nothing all that great except this picture.
I was tearing the car apart when he got home and he went inside and got his tools so he could help...... turn a one hour job into two hours.
Anyhow, back to my inconclusive results from a bunch of sorry pictures. This shot shows the shock compressed to travel ring and there's 3.5" from spring seat to seat.
Coil bind according to Hypercoils calculation happens at 2.875". So I have about 5/8" left but no way to get that since the tire is already contacting the fenderwell.
This picture is with full bump and the tire straight. Of course this maxed out the travel ring to its tell-tale position. This would only happen of course with the car driving straight
and hitting a steep bump. Obviously I cut only enough out of the fender so the tire would tuck under it. There isn't any rubber build-up behind the fender but there are some rub marks.
This is the tire under full bump and with as much turn as I could get out of it. At this much steering angle it is pushing the shock down so this is not full suspension travel.
Same scenario as above. Obviously you can see that the tire is compressing against the shock mount. A spacer would have to help this situation out. Thing is though, how often is this occuring?
Maybe those that are destroying tires in a short amount of time are encountering this situation for much of the run. I can't believe this is the case for me. However, what you can also see in that picture
is that some of the rubbing can't be caused with this steering angle. Look aft of the shock mount. See the rub marks that don't align with the angle of the tire?
After this I put on a 1/4" (just over 6mm, +19 offset) spacer. The tire would tuck under the fender but not without some serious force. And turning the wheel would likely result in it being cut.
This test is inconclusive as the fender needs to be cut for better results. Since I am going to NB front steering and suspension components, except lower arms, I will need to cut the
fender more as the NB spindle or the bearing have an extra 5mm of track per side as opposed to NA so I will be close to the 1/4" spacer test I did. It looks like it will just clear the
cutting I did on the front bumper and it didn't rub on the back part of the fender/fenderwell area.
For the hell of it I put another 1/4" spacer (about +12) and the tire wouldn't tuck under the fender with the minimal cutting I did. Again, inconclusive.
Maybe after I cut for the NB components I will try again.
Here are a couple of shots of the tires. They have always corded on the inside first, even the 245's so I don't know if that's a factor of too much negative camber.
These tires were flipped at least twice. They now have 65 runs. The first ten or so were with the Koni's that had bumpstops. Looking at these I find it hard to believe that the rubbing
is seriously affecting the tires. Or that it's seriously affecting performance since it seems to be more bump induced than steering/roll induced rubbing.
This is a shot of the shock tower just after the Penske's were installed. Definitely does not appear to be anywhere near as much rubbing. So either the bumpstops on the Koni's were
working or I was running out of travel. And since they were re-valved Sport bodies with factory NA mounts, that's likely. I remember getting some terminal mid-corner push from
time to time with the Koni's. Not so with the Penske's. Although I get corner exit push with the Penske's but after a couple of guys have driven the car and not complained about it,
it must be driver induced. Hopefully car and driver will be getting better soon.