Tony

I'll get me coat No... but in principle the ABC is a valuable addition for all members that use it! failure to recognise the alternative suggestions will always filter through..... 'that's life'.

I left my self open for you Bazza ....... Tired.... so is google

Well done Scarface..... i hope this addition helps make members time here easyer to enjoy.... i for one welcome this because when tired my brain and fingers to not communicate.

Very broad question and terribly difficult to answer without being misleading... can we refine things a little. Launch and actual race serve different purposes.... the Damper settings are dependent on the track as is the Geometry and tyre pressures, for a track day i would need parameters for the type of track and number of bends involved including direction ratio (left-right).... if the car is for used for domestic driving and occasional race days then i would assume there is need to preserve tyre wear since race set-up is hostile to tyre wear through the Geometry positions. 1/4 mile at Santa pod or track day at Silverstone both have very different needs.

Yes they do... please keep us apprised with events.

It's the gap between the base of the lower end of the spring and the top part of the inner tyre wall. I'd get a picture but it's impossible without getting right underneath the car Found these: H&R Hubcentric wheel spacers They tell me that a pair of 15mm hubcentric spacers will cure the problem! You do realise this will change the 'scrub radius' so your new geometry will be void. Yes - but better than suffering a high speed blowout! Mike i need a picture (image) of the problem is this posible?

Indeed you do!..... mind you Clive was concerned when the five Honda S2000 turn up to be set for their race day

The simple answer is that there is no such thing! Seeking the perfect set-up is dependent on variables that exceed even the most experienced in the industry, F1 with millions invested each season still cannot deliver 'matter of fact' positions, so what do you do? how can anyone establish the perfect set-up. First lets look at the manufacture Geometry within new models tends to be an extension of previous established positions, minor tweaks to accommodate suspension travel, wider tyres and so on is often visible and do fall into the 'safe zone', but attempt to manufacture a completely new Geometry then things can go very wrong, as it did for the Nissan 350Z and the new Peugeot 1002. So now your modified Taken from the above the car had recognized Geometric positions and is now modified... suspension, tyres, turbo but now things just don't feel right, well maybe understanding the 'forces' involved within Geometry not just the name of the angles could help. Toe: exerts no force unless violated to the maximum since the chosen position 'Dynamically' is 0 Camber: exerts a 'conical' force and will want to roll into the lowest point of the imaginary cone, the force adds security to straight line travel and compensates for body roll.... excessive camber will make the steering heavy and lazy (turn out) due to the 'compressive' force generated from the angular position of the imaginary cone. Castor: exerts a non-reactive longitudinal force assuming the positions over the axle are within manufactured tolerances, on cornering the Castor contributes toward displacement of the steering axis and the position of the 'scrub radius' this force is very important. KPI/SJI: exerts a very high force toward directional stability, this force is immediately detectable if any attempt is made to deviate from straight line travel... the force is generated by 'inclining' the pin during any steering action, this inclination lifts the vehicle and adds weight on the pin, in reply the equilibrium through the rack will return the steering so the KPI can relax. How to develop your own positions First consider your reasons, what do you expect from the car and to what end, is tyre wear an issue, are the modifications cosmetic or deliberate? The four examples shown reflect the most common consequences of modifying a car, in particular lowering, the forces displayed need to be examined in your own example and explored. It could be easy to assume now that all things 'Geometrical have been covered? Further reading:- Scrub radius Ackermann theory Delta curve Bump steer Thrust angle Camber curve Over/under steer Tyre slip angle/resistance/trail Lock angles Cradle symmetry Memory steer Castor trail Cars have never been so complex......... To be continued:-

I have to aggree Drury Lane rate very high on my list..... and it is a very short list!.... Oh and welcome Gee

Insurance costs the Earth anyway, but if you modify the car, wheels/ sat nav/ suspension and so on have you confessed this to the insurance company? if yes then how much has each additional modification cost you to cover?

Indeed at the front this makes sense, but the rear should desire 'over steer' so during weight transfer and drift 'toe out' seems wise... maybe?

It's the gap between the base of the lower end of the spring and the top part of the inner tyre wall. I'd get a picture but it's impossible without getting right underneath the car Found these: H&R Hubcentric wheel spacers They tell me that a pair of 15mm hubcentric spacers will cure the problem! You do realise this will change the 'scrub radius' so your new geometry will be void.

I'm not sure about adjustable drop links..... When we fitted the coilovers to the MR2 the standard front DL's were way too long. Peter Gidden of sBits made me a set of custom DL's which although are not adjustable they fit perfectly. It's only when the car is lowered that the requirement for shorter DL's is necessary, just uprating to a thicker ARB uses the standard parts. sBits custom droplinks Interesting.... on the sites main the DL looks as if it is adjustable at the top end, hence the hexagonal locking nut?..... if anyone would know you would.... are there any real benefits from an adjustable drop link in your honest opinion.... could this belay the need to replace the sway bar?

Much argument has evolved from this topic.. should the wheels be toe'd in or out for the best drift response? Not front............ rear. Debate is this.... 1: If the rear toe is set negative (out) then during drift three wheels will own the desired direction. 2: If the rear toe is set positive (in) then during weight transfer the outer rear wheel could steer and compliment the drift. What do you think?

I'm not happy.... this space, is it between the base of the lower coil cup, or the main body of the shaft.

Recently i was made aware of adjustable drop links.... are they any good? and if fitted does this mean there is no need to up-rate the sway bar?

Most people in a forum are wise to the horror of fast fit purely because the destruction is so visible... Mr Average out there is not so privileged..... it's people like you that try to educate (at whatever level) that make a difference..... have a look at this..... Both of the front tyres were worn in this fashion.....and both had only done 1500 miles from new the owner bought the car second hand from a main dealer and returned several times insisting the drive didn't feel right..... several times he was told 'Everything is ok'.... obviously not! sad fact is the owner was at the mercy of the dealer....then WIM became involved, suddenly all costs were paid by the dealer toward new tyres and the geo.... no offer of compensation was possible because the tyres did not 'blow out' so final consequences were 'hearsay'.

Have you had the camber adjuster bolts fitted?

Would be nice... but not now?... when the new centre is opened it would look like 'jap fess', all the clubs will be invited and it should be a brilliant meet... new centre !! when ? where ? tell us more tony 'In time Luke' in time!.......

How much time have you got .......You forgot bitten Peter was commenting about a position within here that is not 'car related', wisely he was made aware of the lounge....... from here i would like Peter to introduce his link (race for life) and i want the company's in the 'trusted centres' section to get off the pot and contribute toward this cause. Thanks Tony Race for life In aid of cancer research No problem..... this subject is close to my heart..... UMMMM before anyone clicks on the 'back button' remember in real life there is no back!...... only forward

Peter was commenting about a position within here that is not 'car related', wisely he was made aware of the lounge....... from here i would like Peter to introduce his link (race for life) and i want the company's in the 'trusted centres' section to get off the pot and contribute toward this cause.

Disappointing no!.... i found it an interesting read..... welcome to the world of oversteer!..... sorry about today, i have 'man flu' (the worst a man can get) ask any woman ..... your car may be a little low.... can you go to the WIM home page, scroll down to the Lexus meet and then the gallery.... from here you can see the equipment in operation... i can lift the car a little 5mm but after that all positions would be violated and the geometry worthless......

i dont think it likes me Teeeeeething pwoblems Bazza we all like you poor SF has worked himself to the bone here over the last week..... i even allowed him a free kick to relive pressure. . . . . . Notice the spin!.....

And i will bring it back!.... Peter this forum is different.... there are some very particular in depth areas that some cannot directly contribute toward but in time can view in times of need... The Lounge is for all unrelated topics and i think it will become very busy, both Scarface and i understand there is more to life than just cars..... more important things like the 'Race for Life'.... Peter bring your link in and lets hope we can make some money for the cause. Chemix! Drury Lane! STS!.... forget STS Corporate donations are tax deductible

The rear braking is adjusted automatically by the limiter valve in reply to load.... so if the car is lowered or the coil rate is changed from stock wouldn't the compensator need adjusting? if yes does anyone know how to measure this, and at what increment?