CIH
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Posts posted by CIH
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manufacture defect ?
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No. The zxoc peeps think it's a rot-box and the guy hasn't responded to my questions about the usual rot-spots.
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i would guess a cv joint
problem has seemed to have disappeared on its own! probably just the springs settling in.
A knocking noise can signify something serious. I'd still get it chcked out, just to be on the safe side.
I really like these later shape Legacys. Looks great.
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uh oh!
my favourite car in my favourite colour!
ebay item 270285534073
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On the Golf did the program ask for fuel or added weight and did you respect that if it did?
As for the Scoob the IA suggests a bend or past adjustment around the strut area.... In truth the difference between the ns&os is to small to worry about.
I can't remember now TBH but I do respect such things nowadays.
Th scooby seemed odd as no other angles displayed any major issues, though IA is nearly a full degree different. Maybe a minor strut top mount issue ?
I was going to check my notes (most of the techie stuff from the home page) but they were at home! IIRC an inconsisent IA points toward a bend somewhere in the sprung chassis doesn't it ?
Not an issue I know, I was just curious.
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Haven't bothered. The ebay car transpiried was an import and I don't feel like dealing with the issues that come from an import.
The local one is still there but it rained allday on my day Tuesday just gone. Got a full weekend off so fingers crossed I'll get a good look.
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Well done for the castor check.... what adjustments did you make at the rear?
See for yourself
-Owner stated no mods (well, save for a Turbo) but seems odd Castor would be beyond OEM but also identical ?
Did a latemodel Subaru today
-Wasn't sure what to make of that SAI ?
Really nice car. That Subaru 3.0 flat-6 is a gem.
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Did an R32 Golf Mk5 today. Really annoying how VAG put in eccentric adjusters (rear) but make them totally inaccessable.
I did a lock-lock when I was done and was surpsied to see Castor remain static at ~7-0.
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Check out this from ebay
Right up my street. Looks absolutly gash (interior especially) but I don't care. It'd be perfect as a track shed with minimal interior. I'll start with the "best" picture:
Doesn't look too bad here
'tad rich for CAT-D though.
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Would a lot of castor produce some under-steer ? edit:- actually, probably not a bad thing for driving at 10/10ths ?
I have a fair idea how camber and castor can impact upon a car's behaviour but, beyound thrust angle, how does toe work ? For a quick experiment I used the factory NC numbers on an NB MX5 in Forxa but accidentally set toe to +6.0, as apposed to .6, and it was super-oversteery. Fun, but impossible to put down a fast time.
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Slightly off-topic but I discovered Hunter's VideoTech movies and spent most of sunday and monday morning going through them. Some cool stuff in there, including toot and tips on how to interept the angles to find bent/damaged components.
"Transition" is an area you really need to work on in your evolution to fully understand what chassis dynamics means.Transition is the pinnacle moment Geometry transits the suspensions articulation during yaw, allowing X,Y,Z to orbit fluidly... meaning during the articulation there is specific changes in the values maintaining the tyres contact patch.
I can't quite follow you here. Could you rephrase "..Geometry transits the suspensions articulation during yaw.." please ?
We have already explored how the camber/ castor migrates, well in this example we also have weight transfer acting on that migration.Let's assume our imaginary car has -30' camber on each front wheel, what happens to that on a turn?.... we are turning "left".
Well we've established the inner wheel moves toward positive camber and reduced castor, while the outer wheel sees additional castor and moves toward increased negative camber. I'd expect the weight transfer to emphasize the geometry movements.
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But why... FWD washes out at the best of times, on the track you will end up watching the race from the field.
Bazza's Starlet needed loads and loads of mods to get that car to turn in, it really is a challenge.
more of a challenge ?
Anyway, you'll be glad to know that, weather permitting, I'm gonna view an MX5 tomorrow. I go past a dealers everyday on the bus to work and it's been sat there for nearly a month.
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I decided to take a look at OEM settings to see what the baseline would be
I know the 'C has some issues but it's the only one I could recall the ride-hieight values!
Well first thoughts are the rear as it's that axle which will see the most pronounced behavourial change but I'm thinking it's not that straight forward ?I'm gonna plump for front as the whole process would be initiated by driver input ?
For oem (domestic) you should have stuck with your "very good" instincts, the rear.
Progressive over-steer needs to be almost passive for the domestic car so small changes in the contact patch is all that's required.....
I would look at the actual live image.... look at the suggested data... listen to what the owner wants then decide where to manipulate the chassis...
Meh. If pushed I would have guessed camber but couldn't have told you why.
..Think what's going on dynamically during yaw at the tyres contact patch. The car is in transition so how can we dissolve traction and with what plane?.... well if the contact patch is to busy the tyre will saturate without warning so a small reduction in the vertical plane (an aggressive angle) vastly opens the limits for less aggressive planes like toe and thrust.Don't quite follow you here. By transition do you mean from understeer to oversteer ? What's actually happening to the tyre during transition ? I assume the tyre has to saturate in order for oversteer to occur ?
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Front wheel drive.
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This is my kind of car. Jap, cheap and a bit quick. FWD and RED but what the hell.
Sunny GTiR suspension stuff fits so there are loads of kits for it.
Just look at the area above the rear wheel arch. Screaming for a Redsuns sticker.
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Well first thoughts are the rear as it's that axle which will see the most pronounced behavourial change but I'm thinking it's not that straight forward ?
I'm gonna plump for front as the whole process would be initiated by driver input ?
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Um, give them WIM's phone number ?
I don't know.Would it depend on the exisiting postions ? I don't know what to expect to see on an OEM MX5.
Presumeably I'd be looking to reduce absolute grip at the rear so a reduction of Camber to a more neutral figure seems logical. But then adding a couple of psi to the rear tyre pressures could achieve that ?
Shall we start from the top ?
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Wonder if other track-day tyres suffer in a similar way ?
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I think that'll be useful in the future, or the rare occasion when people ask for specific settings, but in the mean time I dount I'll use that feature.
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I can recall seeing one. I remember thinking I should create my own little profile when I get a motor.
To answer your question, no, I haven't.
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Now I'd expect to see somerthing that important molded into the sidewall with the other safety warnings.
But who reads al that stuff, right ?
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.... Another heads up, do you input modified car data?
No, I meant regarding this
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I see this quite alot. Presumebaly because of the state of the roads and the very low profile tyres which are common nowadays.
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How do you mean ?
What car to Get ?
in General Problems / Discussions
Posted
"yes welding to sills and one tower but good little car"
hmmm.....
Having some dinner then I'm go look at that MX5 near me. Finally got some nice weather.