CIH Posted December 23, 2009 Report Share Posted December 23, 2009 Where the hell is that bumpsteer thread with the animation of the wheel articulating, showing the steer & suspension arm rotating together ? I can't find it and tt's driving me INSANE! Quote Link to comment Share on other sites More sharing options...
Janey Posted December 23, 2009 Report Share Posted December 23, 2009 Would it be this one by any chance clicky here post#33 has a link to the animated bit :blush02: Quote Link to comment Share on other sites More sharing options...
CIH Posted December 23, 2009 Author Report Share Posted December 23, 2009 Thanks J but I found it in tha training thread yay! Quote Link to comment Share on other sites More sharing options...
Tony Posted December 23, 2009 Report Share Posted December 23, 2009 Are you on a topic somewhere mate? Quote Link to comment Share on other sites More sharing options...
CIH Posted December 23, 2009 Author Report Share Posted December 23, 2009 Yeah the US S12 Site Oh I shamelessly hotlinked the image. Hope you don't mind! Quote Link to comment Share on other sites More sharing options...
Tony Posted December 24, 2009 Report Share Posted December 24, 2009 Yeah the US S12 SiteOh I shamelessly hotlinked the image. Hope you don't mind! No not at all.... Not sure they have truly grasped your logic though? The suspensions "bump" radii is proportionate with the radii of the wishbones/arms and camber gains, in fact to maintain the tyre contact patch the camber is set to honor this radii. Modifying the trim height changes the sprung radii meaning the unsprung radii and sprung radii no longer correlate "bumpsteer". Placing the steering arms in the sprung area of the chassis belays issues with trim height since the arms remain horizontal regardless of the height change but this position requires a near to zero camber curve. A way around this problem and to promote performance suspension settings is to include a Delta curve. The Delta curve is a disproportionate sprung steering arc that allows the pivotal motion to turn without interference from the suspension radii. The downside of a Delta curve is that the castor migrates from the sprung chassis, meaning the gains rapidly remove positive castor during a turn, this allows a rapid yaw that can be disconcerting. Quote Link to comment Share on other sites More sharing options...
CIH Posted December 24, 2009 Author Report Share Posted December 24, 2009 essentially a way of isolating the steering system from suspension travel ? Quote Link to comment Share on other sites More sharing options...
Tony Posted December 25, 2009 Report Share Posted December 25, 2009 essentially a way of isolating the steering system from suspension travel ? Yes, a great example of steering location. Quote Link to comment Share on other sites More sharing options...
CIH Posted December 29, 2009 Author Report Share Posted December 29, 2009 and the delta curve can be adjusted ? Quote Link to comment Share on other sites More sharing options...
Tony Posted December 29, 2009 Report Share Posted December 29, 2009 and the delta curve can be adjusted ? Yes, you can change the position of the upper arm (or one of them anyway) Quote Link to comment Share on other sites More sharing options...
CIH Posted December 29, 2009 Author Report Share Posted December 29, 2009 be surprised if the humble old DSC600 could even measure that tbh. Quote Link to comment Share on other sites More sharing options...
Tony Posted December 29, 2009 Report Share Posted December 29, 2009 be surprised if the humble old DSC600 could even measure that tbh. It should be able to detect it, normally when you do a castor swing the machine flaggs the foot brakes not on. (Audi/VW) Quote Link to comment Share on other sites More sharing options...
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