Front End Unsprung Weight

myduster360 said
I know this will solicit a 2500 word manifesto on how it's practically perfect on your car, but oh well

The tiny lump of a "bump stop", that you swear to never be without (better than nothing?), just shrunk the contact distance to the frame to less than an ~.8125"(1.5"-.6875") and cut available wheel travel by 1/3. So now the "reasonable" 1.03 bars will ram the lump of rock hard urethane into the frame, spring rate shoots to infinity, Brake traction disappears with just ~488 lb? Less than stock
Nice job:thumbsup:
[crank up that anti-dive lol]

Sorry no thanks. You have to have enough clearance for the proper bump stop, which is NOT a rock hard thin chunk of urethane.

Does it make any sense whatsoever that the STOCK amount of Anti-dive(A LOT) is needed with 2-3x the STOCK wheel rate??
Common sense says probably not,, doesn't matter what car it is or what ONE vendor decided to do.

My car is far from perfect. All suspension design is a trade off. All of it. There is no perfect suspension design.

I don't run .6875" tall bump stops. And your math is wrong anyway, might want to check that. If you used a .6875" tall bump stop and set the height at 1.5 frame to LCA the wheel travel would only be 1.8" and with a 230 lb/in bar that's only 418 lbs.

But running a .6875" tall poly bump stop is a waste of travel anyway, they won't compress that far so it defeats the purpose. I use .375" tall bump stops and set the height so I almost never hit them, which is far more predictable than the slop the stock rubber bump stops give you after only 252 lbs of load, because that's all it takes to hit the factory bump stops from the factory height with a factory bar. The 500 lb load is didactic, you're on the bump stops after half that. Remember we were ignoring the bump stops to begin with because you freaked out about crashing parts together?

I've never gone metal to metal with LCA and frame in over 85k street driven miles between my two cars. So, no, I'm not worried at all about your thoughts on bent LCA's.

As for the modified LCA's, like I said before, you better check your spindle to inner fender measurement at max compression before you pick those torsion bars. Bottoming the wheel on the inner fender makes bottoming the suspension look like a picnic on a bright sunny day.

As for Hotchkis, their cars are still putting down some of the fastest lap times for Mopars. The Hotchkis Challenger pulls .93G on a skid pad with street tires. Until you can do that I'm happy to defer to their reasoning.

Hey, only 312 words. :D