Tubular control arms
- Thread starter Bmx69lms
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I'd recommend you go with whatever the coilover manufacturer says. If you go UMI, go, UMI. If you go RideTech, go Ridetech, etc.....
what do you mean by "caster correction"?......
Usually most aftermarket lowers relocate the lbj forward ~3/4" to center the wheel back in the wheelwell, since drag/autocross whatever suspensions all benefit from a ton of caster, and if its all added up top it can create issues
we never ran that much caster in any of our race cars, superstock, sportsman and pro late model. Having too much caster will give you a heavy wheel and caster helps out in straight line, not cornering except if you only turn one way. I don't know about dirt racing but you probably have more caster on the right than the left side....
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Specs that RideTech called for were a minimum of 6° caster upwards of ten. Helps when doing autocross.
"The amount of caster set into the chassis depends on two factors:
The amount of weight on the front wheels and the feel of the steering effort to the driver.
The amount of positive caster depends a great deal on the speed of the race track and the amount of weight on the vehicle front end. The lighter the weight on the front end, the greater the amount of positive caster.
For example, a Porsche road racing car with only 40% front weight may have 61/2 degree positive caster where as a NASCAR stock car with 51% front weight may have only 31/2 to 4 degrees positive caster with both cars running on the same track. Race cars that weigh 3500 pounds and more, front caster angles run between 3 and 5 degrees positive.
The more positive caster a car has, the greater the straight line stability it will have. The car will have greater high speed stability and require less constant attention on the part of the driver. The faster the track gets in terms of speed, the greater the positive caster setting.
Cars running at Daytona and Talladega have as much as 41/2 to 51/4 degrees of positive caster on the RF wheel. On shorter tracks where speeds are more moderate, the RF caster is from 3 to 33/4 degrees positive
Another factor to consider is the steering device you maybe using. (i.e. force feedback) The more positive caster the more feedback you will feel as a driver. More caster can also provide a more difficult steering effort, especially with a force feedback wheel.
So why not crank the caster positive as far as it will go? Because too much positive caster also has it’s drawbacks. When you turn a car left with positive caster the LF rises while the RF drops. This changes the weight on all 4 corners of the car. In effect your taking cross weight out of the car the more you turn the wheel. The more positive the caster, the more cross weight there is being removed. The more cross weight you remove the looser the car will get."
The amount of weight on the front wheels and the feel of the steering effort to the driver.
The amount of positive caster depends a great deal on the speed of the race track and the amount of weight on the vehicle front end. The lighter the weight on the front end, the greater the amount of positive caster.
For example, a Porsche road racing car with only 40% front weight may have 61/2 degree positive caster where as a NASCAR stock car with 51% front weight may have only 31/2 to 4 degrees positive caster with both cars running on the same track. Race cars that weigh 3500 pounds and more, front caster angles run between 3 and 5 degrees positive.
The more positive caster a car has, the greater the straight line stability it will have. The car will have greater high speed stability and require less constant attention on the part of the driver. The faster the track gets in terms of speed, the greater the positive caster setting.
Cars running at Daytona and Talladega have as much as 41/2 to 51/4 degrees of positive caster on the RF wheel. On shorter tracks where speeds are more moderate, the RF caster is from 3 to 33/4 degrees positive
Another factor to consider is the steering device you maybe using. (i.e. force feedback) The more positive caster the more feedback you will feel as a driver. More caster can also provide a more difficult steering effort, especially with a force feedback wheel.
So why not crank the caster positive as far as it will go? Because too much positive caster also has it’s drawbacks. When you turn a car left with positive caster the LF rises while the RF drops. This changes the weight on all 4 corners of the car. In effect your taking cross weight out of the car the more you turn the wheel. The more positive the caster, the more cross weight there is being removed. The more cross weight you remove the looser the car will get."
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