it doesn't toe-out under compression, it toes in. It is when you are unloading that side of the car, that the wheel begins to toe-out... i.e. the worse possible phase of the corner for the car to be getting loose... exit.

 

Degrees...

Sorry for pissing you off some how nick?

And for the person that posted nicks specs thanks.

 

It loks licke Nick is tired fo piking throo yor spellin erros.

 

I'm at work typing on an iPhone...

The courses we run are small compared to you all so we have alot of tight stuff that I think requires the front toe out. I'm going to try it this coming event. They I'll change it for the event after that and compare. Thanks for the guy that helped and sorry to piss off nick. He seems to know his stuff and I'd rather not do that.

Thanks,
Josh

 

The front toes out under compression and the rear toes in under compression.

I think you might be referring to the rear but there is no ackerman in the rear for our car that I know of.

 

If the front toes in on compression and out on droop, wouldn't that mean that steady state cornering nets no change in toe? (ie, the outside would toe in as much as the inside toes out?)

seems like you would only see a change at corner entry while trail braking (front compressed netting more toe in) and corner exit when you get back on the gas (front lighter than static weight netting more toe out).

EDIT: I see you did say exit! been a long day, and I missed that.

Seems like a funny combination for a car. throttle=oversteer, toe out=oversteer, and the 2 happen together. I see macr has mentioned it is the other way around.

 

No I'm not pissed Josh - just take some time to read before you post.

 

Can you guys describe which points of the fender have made contact with the tire? My car rubbed through the liner on the top-most tab but never grabbed onto it. I rolled excluding the first and last tabs and am wondering if that is enough. Due to the way the metal is formed, getting near the first and last tabs causes a pinch to show on the outer fender contour and it makes me very sad.

I also upped my spring rates for the next event. Car still feels compliant, albeit with less roll. Time will tell if the rear rates will compromise putting power down.
Moton Clubsports
anti-roll bars F/R: stock/none
ride-height F/R: 34cm/34.5cm (13.39"/13.58")
springs F/R: 850#/750#, 7"x2.5" + helpers
toe F/R: 0"/3/16"
camber F/R: -1.8*/-2*

 

I don't know where my tires rub off hand. I guess I don't much care until the tire starts getting cut. So far, no cuts since I bent the tabs up. I'm thinking of lowering the car some more.

Your car will always be compliant with a stock front bar and no rear bar. The spring rates will get crazy high if you want to stop the roll with stock bars. At this point, a front bar has proved itself essential to me... and I was hesitant to add it at the start.

 

I forgot to mention I tested wheel/arm contact at full droop and full lock and I have none. I also have no tire rubbing on the arm at full lock.