Quote:
Originally Posted by strat61caster
Measure your own toe curve, on this car it's really predictable, linear, and not extreme.
At full droop I measured 1mm of toe-in, at full compression (no spring, car sitting on bump stops, w/ LCA's installed and adjusted) I measured that the car toed-in further to a total toe of 7mm over >3.5" of suspension travel. From 1/2" above OE height to fully slammed it's super flat changing only 2mm going from 5mm-7mm, camber was in the -2.65 degree region when slammed.
Maybe that's not true when it's lengthened to reduce camber, but the only time I could see that happening is when you slam it and want to reduce tire wear which means grip isn't a priority and you probably don't give a fuck about toe curves.
UCA's may be academically better, but practically speaking I can wing a camber change in a dirt parking lot on my LCA's, the right wrenches and a jack, some string and jack stands if I want to be fancy about it. Not sure I could do that on UCA's, add in the cost and for me I don't think I'll be changing anytime soon.
'Mental travel simulator' I'm stealing that.
Although I rely on the 'hand visualization plugin' far more than most.
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Lol you're welcome to it. thank thank you. super helpful. exactly what im looking for.
one question - practically speaking, do you think changing static camber at the LCA has a statistically greater effect on static toe than changing camber at the UCA?