Quote:
Originally Posted by Dimman
Does it help to think of the tire as fixed and the force being applied to the control arm? No matter where the tire is the distance from the hub pivot and strut to the chassis pivot doesn't change.
Offset affects track width and roll resistance, I believe.
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So making the contact patch of the tires sit further outboard does not change the amount of leverage it has on the spring? Im just talking about how this effect the springs and the amount of force it puts against the spring, nothing else. I think an actual formula for calculating wheel rate would help me better wrap my mind around that.
I'm picturing a longer lever on the spring as a result of positive offset vs. negative offset, therefore requiring less force (but longer distance of travel) to compress the spring which stays in the same position relative to the inner pivot.
Edit: I'm just going to leave this link
here for @
Dimman , @
Wepeel and @
ZDan. According to this guy that created the PDF file linked, motion ratio on a mac stut system is dependent on the centerline location of the wheel, thus wheel offset. [backs away slowly]
