Bob,
I can't disagree with anything you have said. However (and there is always a
however), I wanted to change the spring rate. This is because as stock
springs (even though they were stiffer stock GT6 springs) cutting a couple of
coils out of them will hopefully make them stiff enough to qualify as
competition springs. They certainly are stiffer and with the adjustable SPAX
shocks, I think that by the amount feel of the reflex when I bounce on
the front end, I think I have accomplished my objective. But only the next
event will determine whether this is indeed the case.
Cutting the springs was a very cheap and quick alternative to buying
competition springs and if I end up with the equivalent spring rate, it will be
money well spent.
Regards,
Joe (C)
Bob Bownes wrote:
>
> I need to quote the immortal Andy Banta on this.
>
> "Repeat After Me. 'It is a system. Everything is related. It is a
> System'"
>
> Any time you touch *any* tunable parameter in a suspension setup, go
> back and look at all the others. You've changed something else. Yes,
> even toe.
>
> Lowering the frame by shortening the spring puts the hub higher relative
> to the frame than before. Doing so puts your hub in a different position
> as far as bump steer goes. If it is the same on both sides, you've
> changed the toe. Same argument goes for the camber.
>
> The problem with cutting the springs is, as mjb pointed out yesterday,
> you are going to have the wrong spring rate. Racing requires a much
> higher spring rate than driving on the street, and autox, even higher
> still. (IMHO)
>
> "Its a System."
>
> Took me alot of years to get it through my head, despite the best
> efforts of folks like Andy, Scott Fisher, and Chris K.
>
> iii
>
> Joe Curry wrote:
> >
> > I want to thank everyone who weighed in with options on lowering my Spit's
>front end. Today, I went ahead and shortened my springs by another 1.5"
> > and it indeed had the desired effect. The frame at the front outrigger is
>now 4" from the pavement.
> >
> > However, this was not without other complications.
> >
> > My muffler is now even closer to the pavement and I await with baited
>breath to see if I drag it off at the next event.
> >
> > A couple of other observations that I made afterwards are:
> >
> > 1. The front now has additional negative camber, which I think I'll leave
>for now to see if it helps. It is not excessive for a race car and I think
> > it will help.
> >
> > 2. It appears that lowering the car also added a bit of additional
>toe-out. I adjusted this a bit to bring it in some, but I would like to ask
>what
> > the consensus of the list is on front in toe adjustment.
> >
> > Thanks again for all the suggestions and comments. I probably am not
>finished tinkering (are we ever??) In fact, I may yet buy a set of competition
> > springs.
> >
> > Regards,
> > Joe (C)
> >
> > P.S. I was surprised that the springs are still long enough that they don't
>flop around inside the spring perches when the suspension is unloaded!
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