Tony

Independent progressive steps.....Always consider your modifications as unique.. The most impacting mod is the suspension... if you run Coilovers take time to conclude the height and dampening before thinking of adding more additions to the car.... Then consider your reasons for progressing further.... What is the end goal? Over exploration in modifications does worry me!.. Since suspension travel is intended to absorb weight transfer, re-define the Geometry positions and allow the roll centre to graduate, Over-modification could leave you with a road Go-Kart.

No...No mate.... Don't let janey see this man talk or it will blow our cover... Excuses should be.... 1: Sorry luv i need a special tool for that job. (then buy your next man tool ) 2: Have the shop pump up the cost of her repair as part deposit for your own cars modifications 3: Explain that whilst mending her car you wont have time to furnish the gardening so she has to do it... then out of sight...... tinker with your own car instead 4: Make it obvious that you have spent.. hours and hours researching a resolution online in all manner of forums and suggested web sites, desperately seeking conclusive results regarding the issue.... (porn ) and you are now exhausted from this research requiring bed 5: Try again tomorrow

I'm sitting here smiling at the thought of bazza having to remove/re-fit the suspension then i realised this means i have to set the bloody thing back up again....... woe......oh woe......

Quote: tdiplc 5:Is for tony to decide who he feels comfortable associating himself with.... In order to progress wim into an even more unique position i desire the best of the best.. Not good enough or not that bad........ The best of the best!.. In my opinion!... Authorized traders/Buy and sell will be Policed as explained previously... Those were the facts and no ifs or but's will persuade me otherwise! Seems a little harsh some may think Well no if you think about the reality of the forum... The car needs global assistance, or at least a package to help in the evolution.. In truth i personally cannot offer the full Monty.. So i have to rest the additional areas on 'Trusted Services' to allow global completion... Easy. By having the 'best of the best' avalible then i feel very comfortable.

Wise words..... i have never thought of that method... well done!

Ohh no Mark ....that would make me 7 months old than I am Anyway...back on subject we are going to take off the shocks & springs, run them to the garage opposite work & see if they can do up the nuts properly and go from there (whilst crossing fingers & toes that it will sort the problem ) Bump How have things gone?..... Genuinely interested was the solution as simple as expected? took the day off to sort out problematic cars long list of things to do didnt qite get round to the item at the bottom of the list .....the mx5 oh well another week in the punto wont hurt Punto!........ Explain!

As we know the activation of the Ackerman is dependent of the rotational axis from the steering pivotal points, namely the track rod end or the stub-axle.. In conventional terms the TOOT (Toe Out On Turns) is designed to be negative.....See picture. In truth even this image is incorrect since the inner wheel ( curve ) should coincide exactly at the rear centre.... but this is the best example i could find.... Anyway.. The image does show the principle of toot, displaying the extended reach from the inner wheel permitting a graduated axle rotation (negative)... This negative rotation normally exceeds the outer wheel by 1 degree 30' taken at 20 degrees. This is accentuated as the turn continues, up to about 2 degrees 45', after that the inner toot would (lock) control and become detrimental. Interestingly the idea of positive toot has been theorised for racing.. This principle rests on weight transfer and the polar centre reacting on the outer wheel accelerating turn in reply in a positive direction.... Very interesting and a reasonable concept subject to development... Obviously this positive arrangement could only work if the steering rack is in front of the wheels, but the final engineering concept is viable.... wim will keep you apprised.

Dynamics is my nemesis. Calculating this becomes much easier if the curves remain low.... my problem is that most times i have only one chance to get it right before the car goes racing hence the nemesis... Driver 'feed back' is not available in the first instance only requirements. As for removing bushings i understand your distress, i have some procedures available for the wim knowledge base, this will be displayed once i have the pictures available to compliment the topic.

'Yellow' is the resistance color coded?

1. No part time traders. Why? many of us have full time jobs and the revenue from the part time trading is an additional income, not a primary income. 2. No traders without a proper premises. And why does (for instance) a mail-order trader need (for instance) to rent a warehouse. Your justification is totally flawed. 3. No traders without indemnity insurance. Rubbish! 4. No traders without a proven track record. And how do you propose to quantify this? How many customer's cars you've blown up? 5. No traders that you are not comfortable being associated with. As above, this is not quantifiable. Concept and visibility concludes nothing if evolution is not desired... Always a new issue will become evident.... if not how could we become better... litigation without a complete image is without foundation and worthless. I will Police wim constructively in the buy/sell/trader section with absolute commitment to ensure the recipient/s safe trade..... If things spiral then the area (buy/sell) will be removed.. simple as that! I must add if any past issues relating to Buy/Sell/Traders are brought into wim then the topics/posts will be deleted without notice as per agreement. Fact is.... if you have s**t on your shoe from another forum.... go wipe it on their mat! tdiplc.....Volunteered nothing more than guidance in this area for me and i welcome this information.

A committed step toward developing your drive... So as an introduction i ask those who have fitted Polly bushes what prompted this decision and what benefit did you realise in the cars handling. Future areas in this topic will be 1: The reason 2: The consequences Geometrically 3: The benefits 4: The fitting procedure 5: The down side But for now....... anyone here familiar with Polyurethane?

Ohh no Mark ....that would make me 7 months old than I am Anyway...back on subject we are going to take off the shocks & springs, run them to the garage opposite work & see if they can do up the nuts properly and go from there (whilst crossing fingers & toes that it will sort the problem ) Bump How have things gone?..... Genuinely interested was the solution as simple as expected?

Yes all looks well.... Personally i would prefer 10' less front camber, for security. The KPI positions are impossible but i feel this is just a program error since i have seen this before.... The overall picture is care and consideration for the positions.... Who set it and how much did it cost? Yes they are TTE wheels ad77 Tony Lexus Brighton did them, also cleaned inside and out and looked at the discs which they think are the problem for the vibrations when braking, Cost £105 is this good ????? Also i havent got a clue about all this stuff when i come to you with my new suspension you'll have to teach me what it all means im always learning stuffon all these forums £105 for the Geometry alone is good value... The care taken is exemplary, a very nice read for a change! ... As for the teach PLEASE UNDERSTAND all the technical stuff i have posted is nothing more than templates.... Examples that show members and future members this forum can be very serious about Geometry and associated areas.... This is not intended to belittle but to welcome exploration. I feel the wim's future is to allow people to open topics without considering how intelligent the post may appear.... All questions are submissive by request, it's the person that answers that truly owns the stage with attractive solutions or directives for Debate... Remember Geometry is theoretical (always)

Thanks... (noted)

What's the manufactured promise? where do they predict the centre %... I do like it but for the math we need the whole sum.

Bump Today i set a 94 SW20 on coil-overs for the ring with simalare problems. The front tyres are 205-50/15, wheel 6" with a 45mm off-set, 3mm spacers. Initial complaint was 'vibration' at speed and 'slight' rubbing between the nsf tyre wall and the coil. Previous Geometry displayed front ns camber -45' osf -29' Conclusion and solution The vibration is the 3mm spacer moving the wheel away from the hubs natural male spigot ring... in essence the wheel was not hub central. The wheel off-set, ride height and camber position allowed the rub. Solution Remove the spacers and move the camber position positive to belay the rubbing... but this is not without consequence... The car now has a rear set to over-steer and a front to under-steer.... my only option was to 'vice-versa' the toe positions to compensate, this configuration i am not happy with but when given an order you can only reply with the ingredients available. I will keep you up-dated with the track day conclusion.

i dont know how to put them up on here its different to the LOC one Hey Tony this is my read out from my 4 wheel alignment the other day http://img356.imageshack.us/my.php?image=geo17ie.jpg you can click the image to make it bigger i think. Whats your views on it?? everything ok ?? CHeers Yes all looks well.... Personally i would prefer 10' less front camber, for security. The KPI positions are impossible but i feel this is just a program error since i have seen this before.... The overall picture is care and consideration for the positions.... Who set it and how much did it cost?

I stand to be corrected but I think the stock ARB's are hollow and the up-rated ones are solid hence the smalled dia. I though that the stock ARB's were fine with stiffer springs till I took to the track, you notice the body roll then Same went for the stock brakes till I found I had to brake earlier as time went by and was still going "deeper" into the corners. So next mods (when I get some dosh) is bars then brakes........or will it be brakes the bars? Well this explains the diameter differential... As for your next mod.... brakes seem wiser than bars.... reason is the bars will allow you to turn in faster..... but the brakes will stop you before the barrier.

I understand what you mean.... since the coilovers belay roll then the CG must stay about 45/55... interesting bazza.... i wonder this? have you noticed 'bump steer' from this configuration? cant say i have, steering is very point and go, with good feedback with no un-toward moves unlike the bump accelerator....on a bumpy road its very hard to keep your foot nice and level A little 'foot flutter' methinks ...... So ''Thumper' in truth how would you feel if the 'Star' had rated rear sway bars... we know it cannot but now you have experienced the front could you extrapolate an image if the rear was up-rated?

I understand what you mean.... since the coilovers belay roll then the CG must stay about 45/55... interesting bazza.... i wonder this? have you noticed 'bump steer' from this configuration?

As a percentage how much do you think the new front bar helped the handling?... And have you noticed a movement in the roll centre? handling wise its got to be 100%, it really did make a vast improvement the lexus range are fairly wallowy cars, the pursuit of a comfortable drive by stiffening up, with no loss of comfort its all plusses unless its being really pushed it basically stays flat ! you loose that feeling off falling off your seat, which in turn helps the driving of the car however there are times when you have to push it 100% i wasn't expecting that?... Strange how the up-rated sway was smaller in diameter than the stock bar?.... little things like that bother me....? The bar is not progressively wound like a coil, Horizontal in fitment and resistant only to kinetic deflection..... In the pic, is janny tuning the radio

As a percentage how much do you think the new front bar helped the handling?... And have you noticed a movement in the roll centre?

A common up-grade but how beneficial have you found it, and were would you place the addition... Before lowering.... Instead of lowering or as well as...

--> QUOTE(steve b @ May 17 2006, 08:06 PM) <{POST_SNAPBACK}> So Tony, you said my car (the black MX5 on monday) was probably the lowest mx5 you have seen. I'm in agreement its probably a touch too low for day-to-day use as it scrapes my drive, luckily its not a day-to-day car, any way, do you think it being so low has any detrimental effect to handling? I didn't think it would be as low as it has turned out as I bought 40mm drop springs (Eibach) and new dampers (KYB AGX) with the platform 10mm higher than stock (Bilsteins) so should have ended up with a 30mm drop.. Nope the height belays many factors and makes my life very easy Prodictable camber curve well within the normal dynamic range.... Areas like weight transfer and roll centre become almost void. Yaw, pitch and polar centre become equally easy... Active dynamics do become more critical but is solely dependant on the driver, so i am not directly responsable

It can be either. It can also be gas or oil. The application we are working on at the moment is a coil over system. Exciting times Exciting times indeed.... were is your intended market. Road/Track/Race?..... Is the evolution marque specific or global in fitment?.... Also are there additional compliments required to assist or evolve the new damper system.