Guys, if there is too much roll stiffness in the rear, then there is not
enough roll stiffness in the front. I think the best way is to stiffen
the chassis first with roll cage design and then get the roll stiffness
on the front and back equal.
Maybe another way of saying it is when a car lifts a wheel the roll
stiffness of the suspension on that end of the car exceeds the chassis
stiffness (or roll couple) and the opposite end roll stiffness. MHO of
course.
Mike
-----Original Message-----
From: owner-6pack@autox.team.net [mailto:owner-6pack@autox.team.net] On
Behalf Of Sally or Dick Taylor
Sent: Monday, December 23, 2002 7:20 PM
To: Navarrette, Vance
Cc: 6pack@autox.team.net
Subject: RE: rear bar
Vance---I agree with all you wrote about reaching the limits at the
outside front tire, and the roll played by the rear bar in extending
these limits. I was responding only to your part about the rear bar
holding both rear tires to the ground.
Having used different rear bars over many Triumph slaloming years, I
pretty much understand what the rear bar can do. Our only disagreement
(?) is how much stiffness you can use before lifting of the inside rear
wheel causes this wheel to not contribute in the cornering effort.
We know that as the outside wheel compresses its spring and bends the
anti-roll bar arm, the bar then contributes to holding the wheel UP on
the opposite side. Note photos of production cars racing in turns
where you see "daylight" under the inside (front or rear) tire. It is my
belief that the bar on these cars is too stiff, and they have given up
something in trying to achieve maximum contact patches.
Dick
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