Corner Weight Balancing of 914s, The benefits of equalizing the side-to-side corner wts. |
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Corner Weight Balancing of 914s, The benefits of equalizing the side-to-side corner wts. |
stewteral |
Dec 9 2009, 12:43 AM
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#1
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Old Member Group: Members Posts: 384 Joined: 4-December 07 From: Camarillo, CA Member No.: 8,424 Region Association: Southern California |
Hey 914ers:
If you have been following my posts on 914 chassis settings, here is one that applies to ALL 914's. To start, per my posts: -I Squared the chassis with paralleled strings to measure and set the toe, front and rear. (Front = 0 to -1/16 toe, rear = 0 to -1/8" toe) =Results: steering a bit "nervous", but all else stable. -Camber: For Street cars, Standard front with -1 to -1.5 degrees rear. =Results: nothing noticeable. -I bumpsteered the front suspensions to within 0.008" from prefect at 2" compression. =Results: nothing I could feel driving the car on the street. TBD on-track. -CORNER WEIGHT BALANCED THE CHASSIS: With the car weighted for the driver weight, I adjusted the rear spring ht. and the front torsion bar ride height. For the rear, large diameter washers can be added to make adjustments, while the front is too easy with an 11 mm wrench. =Results: WONDERFUL!! With all the previous chassis settings done, the car still wanted to pull to the right as though I were on a highly crowned road. After the balancing the corner weights, side-to-side, the car now runs STRAIGHT and TRUE right down the road. The sense through the steering is now light, equal and very linear as to where I want to aim the car. Conclusion: Take the time to either build wt check lever, as per my photo or find a very strong STEEL ladder and wing it. Regardless, the benefit from the effort is completely WORTH IT!!! If you have any questions, please let me know! Terry stewteral@verizon.net |
neilca |
Feb 28 2010, 10:49 AM
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#2
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Member Group: Members Posts: 98 Joined: 26-July 05 From: Marietta, GA Member No.: 4,474 |
I had 2 formula, and 1 IT7 guy come over to my shop with chamber gauges, scales, and Dunlop gauge. Basically we spent three hours adjusting everything. I make this point because earlier posts indicated a particular sequence for chassis setup. I believe the sequence is you adjust everything at the same time because everything changes everything else. That being said, you start by making large adjustments to get you in the ball park, as you refine the setup the changes become smaller and smaller. The end results for me were
Chamber LF and LR -1.6 dg RF and RR -1.5 dg Corner weight* LF-440 RF-450 LR-500, RR-560 Ride Height** LF-2.75" RF 2.5" LR-3.5" RR-3.6" We have 1/16" toe in on the rear and 1/8" toe out in the front The next step is to take it to the track (Road Atlanta) and get tire temps to see what the car wants. * The corner weights are rounded due to fluctuactions in the readings caused by friction (sticksion) in the suspension. Weights are with the 250# driver in place. Sway bar is disconnected. 8 gallons of fuel are in the fuel cell and the oil tank is full. ** Ride height is measured from the bottom of the stock jack nubs located at the four corners of the tub. |
stewteral |
Feb 28 2010, 01:47 PM
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#3
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Old Member Group: Members Posts: 384 Joined: 4-December 07 From: Camarillo, CA Member No.: 8,424 Region Association: Southern California |
I had 2 formula, and 1 IT7 guy come over to my shop with chamber gauges, scales, and Dunlop gauge. Basically we spent three hours adjusting everything. I make this point because earlier posts indicated a particular sequence for chassis setup. I believe the sequence is you adjust everything at the same time because everything changes everything else. That being said, you start by making large adjustments to get you in the ball park, as you refine the setup the changes become smaller and smaller. The end results for me were Chamber LF and LR -1.6 dg RF and RR -1.5 dg Corner weight* LF-440 RF-450 LR-500, RR-560 Ride Height** LF-2.75" RF 2.5" LR-3.5" RR-3.6" We have 1/16" toe in on the rear and 1/8" toe out in the front The next step is to take it to the track (Road Atlanta) and get tire temps to see what the car wants. * The corner weights are rounded due to fluctuactions in the readings caused by friction (sticksion) in the suspension. Weights are with the 250# driver in place. Sway bar is disconnected. 8 gallons of fuel are in the fuel cell and the oil tank is full. ** Ride height is measured from the bottom of the stock jack nubs located at the four corners of the tub. Hey Neilca, That's great to have a bunch of racers help you set up your car! It sure made all the work go more quickly. When will you go to the track? I'm very interested in what think about how the car feels. Enjoy, Terry |
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