cdelena - think about it like this.

Let's say that the corner weights showed 100lbs more on the front left than the other 3 corners without the sway bar connected.

This means that the left-front corner weighs more than the other 3 corners, and is thus displacing the suspension components to account for the 100Lb weight difference. Let's say that displaces the suspension by 3/8", just for an example. Or if you're on scales, that corner will be pushed down by 100LBs more than the other 3, pushing down by some distance. The fact that there's a distance shift means that if you hook up the sway bar, it will be UNDER LOAD somewhat, and will be absorbing some of that weight as it twists. So the 100Lbs might only look like 80lbs with the swaybars hooked up, and the right side will take the other 20lbs through the sway-bar tension.

Others? This is the way I think about it.

 

Where is Roebling Road? I've never heard of it.

Phi

 

I doubt there could be much difference at rest (the weight of the car is supported on the springs, the roll bar changes the dynamics), but even if there is.. so what? You use the car with everything hooked up. Why would you want to measure it in any other state?

 

Here's the problem with keeping the rollbars hooked up. Assuming my previous (theoretical) example of 100lbs on the front left corner, and with the rollbar 80lbs left, and 20 right.

Based on this, you would assume that you actually only had a 60lb corner difference (+80L and +20R). If you then decide to add 60lbs to the R front, you'd be totally wrong. It still wouldn't balance, because of the sway bar's effect. You'd still have 40lbs extra on the left that NOW looks like (for example) 30L and 10R.

So until you remove that left-to-right tension, it's not obvious how to balance it without simply adding weights while on the scales (until they balance out).

That's what makes sense to me anyway.

 

So the way I am trying to understand it, that would be the reason for adjustable endlinks for the sway bar, so one would not have to use the added weights method....? I'll see what Darin at West End alignment does when he checks the weights 2-3 weeks from now.

If anyone knows of any adjustable endlink source, please let us know.

 

Unless I'm misunderstanding the issue, I think that even WITH adjustable end-links you'd have a problem doing the corner-weighting. The reason is the same.

I think that what j2k said was correct:
1) During the corner-weighting, the sway bar(s) should be disconnected.
2) if you're really crazy, AND after the corner weighting is done, use adjustable end-links to zero-out the preloaded tension on the swaybar when the car is level. This will provide even left-right and right-left transitions as the sway-bar becomes torqued.

 

[QUOTE]Originally posted by 98TypeR#21
[B]Unless I'm misunderstanding the issue, I think that even WITH adjustable end-links you'd have a problem doing the corner-weighting.

 

First off, note that I'm no expert in this - I'm just explaining what makes sense to me.

And regarding the weights "transferring force", I'm not sure what you mean. Without the swaybar, you're able to get the car to equal distribution of weight right-to-left (using weights, springs, whatever). Now use the endlinks on the swaybar to simply cause that static situation to remain even right-to-left once the swaybar is tightened down (so that the swaybar is not applying force unless the car is under transition).


This way the swaybar applies equal force left-to-right and right-to-left.

 

Yes, I fully agree that you want the sway bars disconnected (and maybe the shocks) when you do corner weighting. As far as I know the only choices you have to alter the weights are shifting ballast or changing the height at each corner. The part I had trouble understanding was the influence of the sway bar on static corner weight, which IMO could only be minimal.

 

[QUOTE]Originally posted by Phi2k
[B]Where is Roebling Road?