340doc
Well-Known Member
1970 Dart with large ball joint uppers. The QA1 arms state 3 degrees more castor. How much can I get with the Moog offset bushings? Anyone use these QA1 arms? What's the quality? QA1-52301 Thanks.
I'm ok with them, they save me some bucks. Curious to know though, how much gain with the bushings compared to the arms.moog offset bushing
Will do.Doc, After you get it done let us know how it drives. It has to help give the car some road feel to make up for Mopar's over zealous power steering.
Fit was good, no issues? How long have you been running them?Have the QA1 arm on my Duster nice pieces
Fit nicely had them on for 2 yearsFit was good, no issues? How long have you been running them?
Thanks RickFit nicely had them on for 2 years
1970 Dart with large ball joint uppers. The QA1 arms state 3 degrees more castor. How much can I get with the Moog offset bushings? Anyone use these QA1 arms? What's the quality? QA1-52301 Thanks.
Thank you. I was wondering what numbers were within reach with the bushings.I've used over 1/2 dozen sets, never failed to get 2* caster, they may do more, I never tried,
The couple I couldn't get enuff had bent stuff.
3* caster is an awful lot, you're sorta starting to shooting at the moon then, your wheels are toed kinda up, and there's other issues.
Please describe what a Jacking affect is.
I get it. Thank you for explaining that blu.When you turn the steering, the inside front wheel is lowered, and the outside front wheel is raised. That in turn raises the mass of the car, and puts more of the weight on the inside front and outside rear wheel.
There's a bunch of things that effect how much jacking you get, caster is one of them, but so is the scrub radius you have up front and the amount of camber you already have dialed in. Typically though the more caster you have, the more jacking you get (unless the scrub radius is zero, but it isn't).
On turn in the caster is a good thing, but if you have a large amount jacking you can get a significant weight shift, which tends to destabilize the car right after turn in. There are a ton of other effects too, it depends a lot on the rest of the suspension geometry. So the amount of jacking you get depends on how your car is set up, and how much it effects handling depends on what you're doing with the car.
Like anything in suspension, there are trade-offs, and getting the car to handle right for what you're doing with it is a balancing act. Some jacking is good, it tends to counter the overall weight shift to the outside and keep weight on the inside front tire. Too much is bad, you end up moving too much weight around as you enter the corner and you can get an opposing weight shift right after turn in, which is bad.