For those tracking on 255 non staggered
Joined: Sep 2006
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From: San Diego
Originally Posted by 949Racing,Feb 26 2009, 01:55 PM
Front to rear? Thought of that, we'll see.
The only motion ratio's I saw posted here were of the napkin sketch variety. You know any more precise?
The only motion ratio's I saw posted here were of the napkin sketch variety. You know any more precise?
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Joined: Dec 2005
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Originally Posted by Antonov,Feb 26 2009, 02:46 PM
I don't recall where I found them Emilio, I think it was somewhere in Under the Hood or Modifications. They were accurate numbers though...
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Those look great Emilio! AST/Vorshlag & 949 teamed up... greatness is sure to ensue 
My AST's are single body (no reserviors) for the purpose of NASA's TT/PT rule-set.
Next to a friend's Koni:
And disassembled:
I'll be at VIR next week. I'll be sure to post my impressions of the shocks.
Sorry for the thread jack
My AST's are single body (no reserviors) for the purpose of NASA's TT/PT rule-set. Next to a friend's Koni:
And disassembled:
I'll be at VIR next week. I'll be sure to post my impressions of the shocks.
Sorry for the thread jack
this is the kind of info Ive been searching for 
Joined: Sep 2004
Posts: 851
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From: Long Beach, CA
1. I believe the reason for maxing out caster is to give you the maximum benefit of camber gain due to steer angle which is a result of greater caster.
2. The s2000 rear suspension has a high camber gain with wheel travel when compared with the front suspension. That is, it will not lose as much camber as the front will for a given roll angle. Thus less static camber is needed in the rear, theoretically. The front suspension does have the advantage of gaining camber due to steer angle (as described above) but high speed corners have such small steer angles that this advantage may not be realized.
There are many factors that go in to determining optimal static camber settings (spring rates, tires, anti-roll bars, roll center adjusters, etc.).
This best method is to get a temperature gauge (infrared or probe type) and take temperature measurements across the width of the tire to determine how effectively it's being used. If the outsides are hotter than the insides, you need more camber.
2. The s2000 rear suspension has a high camber gain with wheel travel when compared with the front suspension. That is, it will not lose as much camber as the front will for a given roll angle. Thus less static camber is needed in the rear, theoretically. The front suspension does have the advantage of gaining camber due to steer angle (as described above) but high speed corners have such small steer angles that this advantage may not be realized.
There are many factors that go in to determining optimal static camber settings (spring rates, tires, anti-roll bars, roll center adjusters, etc.).
This best method is to get a temperature gauge (infrared or probe type) and take temperature measurements across the width of the tire to determine how effectively it's being used. If the outsides are hotter than the insides, you need more camber.
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Joined: Feb 2004
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From: Seattle
For those running AP2 rears or NSX rears on the front for the track, have you had them machined to fit or are you using 5mm spacers? If you're using spacers, do you have extended studs are are you using the stock studs?