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ellisor3 |
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HPWhore ![]() ![]() ![]() Group: Members Posts: 811 Joined: 23-October 08 From: Fleming Island, Florida Member No.: 9,683 Region Association: South East States ![]() ![]() |
I took my car to get it corner balanced, and all seem to work out pretty well. Then went to get the alignment and had some issues. I posted about that and got some really good feedback that will help me solve the problem.
Then today as I was looking at the situation again I noticed another problem. The ride height of my car is higher in the passengers rear than the drivers rear by 2.5 cm. I don't know how I or the shop that did the corner balancing missed it. Here are the numbers from the weighing LF 599 RF 541 =1140 LR 724 RR 678 =1402 Total weight 2542 Left side is 52% Right Side is 48% Cross weight is 50.23 To Correct the balancing, take the weight of the total of the front and multiply by the corner to be corrected: 1140x52%=593 for the LF 1140x48%=547 for the RF 1402x52%=729 for the LR and 1402x 48%=673 for the RR Corrected quadrants LF 592(-7) RF 547 (+7) LR 729 (+5) RR 673 (-5) Since I have steel flares, I measured the height from the floor to the lip of the flares and they are the same. I also checked the height setting on the shocks (Bilstein Sports) and they are equal to each other. What would make the car higher on one side? Could the sway bars cause this? It seems one option would be to raise the LR to not only equal the weight but correct the ride height. The only thing that puzzles me about that is that the shocks would be set in two different positions, is that normal?? |
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brant |
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#2
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914 Wizard ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() Group: Members Posts: 11,641 Joined: 30-December 02 From: Colorado Member No.: 47 Region Association: Rocky Mountains ![]() ![]() ![]() |
Terry,
there is such a thing as optimum, or target corner weights using a formula to convert the raw numbers you begin with. |
stewteral |
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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 ![]() |
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brant |
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914 Wizard ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() ![]() Group: Members Posts: 11,641 Joined: 30-December 02 From: Colorado Member No.: 47 Region Association: Rocky Mountains ![]() ![]() ![]() |
Terry, there is such a thing as optimum, or target corner weights using a formula to convert the raw numbers you begin with. Hi Brant, Can you explain your approach? I simply adjust to get the small delta of weight, side to side. Best, Terry Terry, I won't probably do justice to this topic basically any production car has a fixed handicap and you can only work within the basic limitations of the design... (ie: we don't have center seating or a 911 has the heavy weight of an engine in the back and these are fixed properties you have to work with) So within the fixed properties of the design you can use the "ideal" formula to calculate what the ideal weight of any corner should be and still maintain your percentages. I told you I'm not doing this justice... but if you corner balance to the ideal's the car is more balanced. I have also noticed after doing this for about a dozen years.... that when you actually hit the car's fixed ideal's the scales will show a weight loss.... presumably because the balance is more perfect. I know it does not make sense, but I often find that my car's total weight (all 4 combined) will go down around 10lbs as I tune to the ideals. I always get my race car within 1 pound of its calculated ideals. I re corner weight once a year or more often if I have suspension damage or reason to rebalance. here is a link I found with a quick google search that can better explain reading fred puhn's book will do this subject more justice than I can weight jacking |
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