Originally Posted by bbundy
(Post 1009706)
How did you get that much with stock arms. did you make some modifications to something?
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Originally Posted by emilio700
(Post 1009860)
Prototype offset Delrin bushings. The production pieces will be a much lower cost acetal with better lubricity than Delrin. Maybe 8 weeks out for the first batch.
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Originally Posted by mx5-kiwi
(Post 1009680)
what power level constitutes a high power car where less camber starts becoming a setup factor?
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 ;) |
Originally Posted by emilio700
(Post 1009860)
Prototype offset Delrin bushings. The production pieces will be a much lower cost acetal with better lubricity than Delrin. Maybe 8 weeks out for the first batch.
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. |
Originally Posted by emilio700
(Post 1009860)
Prototype offset Delrin bushings. The production pieces will be a much lower cost acetal with better lubricity than Delrin. Maybe 8 weeks out for the first batch.
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. |
Originally Posted by Leafy
(Post 1010129)
I'm confused, Delrin is just Dupont's TM name for Acetal. And better lubricity, I'm guessing you're going to PTFE impregnated Acetal. If that ends up being too soft we picked up some glass reinforced PTFE Acetal in the shop that is the tits..
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Of course. And it make sense to go non-branded, they price of plastics seems to vary wildly based on distributor even when you know the stuff is coming out of the same batch from the same plant.
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Originally Posted by Leafy
(Post 1010129)
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. 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. |
I never hear anyone talk about UHMW as a viable bushing material. UHMW is dirt cheap and has a friction coefficient close to Teflon.
Does it have some quality that makes it unsuitable as an A-arm Bushing? |
Originally Posted by crowder92
(Post 1010417)
I never hear anyone talk about UHMW as a viable bushing material. UHMW is dirt cheap and has a friction coefficient close to Teflon.
Does it have some quality that makes it unsuitable as an A-arm Bushing? |
Originally Posted by emilio700
(Post 1009860)
Prototype offset Delrin bushings. The production pieces will be a much lower cost acetal with better lubricity than Delrin. Maybe 8 weeks out for the first batch.
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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?
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Originally Posted by sixshooter
(Post 1010717)
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 |
E, what temp spread do you get across the tire @ 3.5-4 degrees camber?
I had Creampuff set at 3.6 for a few events last year, the pyrometer and my SOTP feel did not agree with each other entirely... |
Originally Posted by Blackbird
(Post 1010852)
E, what temp spread do you get across the tire @ 3.5-4 degrees camber?
I had Creampuff set at 3.6 for a few events last year, the pyrometer and my SOTP feel did not agree with each other entirely... |
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