RMS adjustable struts - noise, harshness?

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slantsixdan said:
For the same reason it's so hard to find someone competent to install breaker points or rebuild a carburetor—the knowledge is no longer in general circulation. It has passed into the realm of specialty skill.
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I don't buy it! My truck (04 Ram) does not have points or a carb but it does have torsion bars!The only real diff between my truck's suspension and my B'cuda is my truck has rack and pinion my car does not! Hell I could use the truck specs.(except ride height) on my car....matter of fact I aligned both and the numbers are close! Just my 2 cents I guess.
 
Dcuda69 said:
I don't understand why it's so hard to find someone to work on torsion bar cars?? Many later model GM and Dodge trucks are torsion bars!! My 04 Ram is. Camber is camber,caster is caster,toe is toe!! A torsion bar is a spring.....all cars have some kind of spring!! If a tech can't deal with your cars....he better not be dealing with the millions of other torsion bar vehicles on the road!!
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The reason is because they can't sell you a shim kit and charge you an arm and a leg to align it, when all they have to do is loosen a couple nuts and turn a couple of bolts.
 
slantsixdan said:
Well, they're installed and I've got my definitive answer: No, they do not create extra noise, vibration, or harshness. Car doesn't forget where it was headed any more when I hit a pothole or streetcar track. Pretty sure front-end guy dialled in another degree of positive caster for me (it was +2°, I wanted +4°, he said no way, we compromised on +3°).
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Dan, What upper control arms are you using? If stock are you using the Moog offset bushings? Thanks.
 
Purple Haze said:
all they have to do is loosen a couple nuts and turn a couple of bolts.
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Once upon a time, a big manufacturing company had a problem with one of their production machines. It was a big, complex apparatus and it was quite a challenge to pin down exactly what the problem was. The machine simply stopped working. Their in-house engineers tried tirelessly, but hours rolled into days, and days headed for weeks, and the machine was still down. They decided to hire the services of a renowned expert engineer.

The engineer came to the site and strolled into the machine room, observing carefully as he walked along. A few engineers from the company followed closely behind him, trying to see for themselves where the problem was. The expert engineer, with the wisdom that comes with plenty of white hair, walked carefully around the entire room, touching, pausing, feeling and thinking, now and then scratching some calculations and diagrams on the paper pad on his clipboard. After walking around for about 30 minutes, he took out a hammer and hit a particular spot on one of the cylindrical pipes. He then asked that the machine be switched on. It was, and the engineer struck the same place again with the hammer. As if by magic, the machine came online working perfectly.

All the engineers were surprised, but excited. At last the machine was up again. News went fast to the operations manager and the CEO, the expert engineer was indeed an expert, as he had solved a very complex problem that had bedeviled the whole company and help them ransom for too long. Their excitement however faded when the expert engineer sent them his bill for $10,000. The accounts-payable manager could not reconcile the bill with the story he had heard of how the problem was solved. Not to appear rude by denying the expert of his charges, the operations manager requested that the expert engineer break down his bill, so that the company could understand what they were paying for.

The expert engineer itemized his bill and sent it by return mail:

Tap machine with hammer: 2× @ $0.50___________$ 1.00
Knowing where to tap:_________________________$ 9,999.00
Total this invoice:_____________________________$10,000.00
 
Early A, correct? 4 questions for you on the LCA struts:

1) are the correct OEM bushings the 1 piece per side, push in and squeeze type? or the later A, two piece hockey puck looking bushings?
2) if you were to go with the later A bushings, wouldn't that tighten things up considerably?
3) What is the length difference in the LCA strut, early A, to later A (OEM)

4) Ultimately, is the adj. stuts worth it? much improved handling?

thanks...
Mike
 
swing69 said:
Early A, correct? 4 questions for you on the LCA struts:

1) are the correct OEM bushings the 1 piece per side, push in and squeeze type? or the later A, two piece hockey puck looking bushings?
2) if you were to go with the later A bushings, wouldn't that tighten things up considerably?
3) What is the length difference in the LCA strut, early A, to later A (OEM)

4) Ultimately, is the adj. stuts worth it? much improved handling?

thanks...
Mike
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Mike here are my experiences with the poly bushings and the adj. strut rods. I ran into a big a problem when using the poly strut bushings. They are so much thicker and don't squeeze down hardly at all that I had to carefully trim approx. 1/8" off the back side bushing so it didn't force the LCA back putting it into a bind and also causing undesirable negative caster. IMO the adj. rods are worth every penny. They free up a normally fairly stiff suspension so you may notice more of a diff. when using them in a drag car but as Fourspeed said they add stability when braking because they don't give any. Before my car had them it had the poly bushings and it took a lot of effort to raise and lower the LCA even when the spindle was not bolted to it. Now with the adj. rods you can raise and lower it with one finger. That is an advantage to drag racers. Since I don't race my car around the autocross I can't say how much diff. there is there other than the added stability when braking.
 
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