isnt he a member here?
in reality it doesn't show any short comings. nothing out of the box is perfect for any desired use. if someone thinks that it just proves how stupid they are. same as someone who thinks they sre gonna drop a boatload of coin on larger bars, sway bars, tube control arms thinking they are going out and it will be perfect without tuning fot their style of driving and their specific car. again it just shows how stupid they are more then any short comings of a system.
But people DO think that, I've had discussions with more than a few people on this board and most of them just regurgitate the marketing claims. Coil overs are the best!!! :poke:
And what does the advertising say? Straight from RMS-
"Our complete suspension systems do more than save weight and add clearance. They're
designed with precise geometry for optimum control, whether you're on the road course,
cruising along winding country roads, or driving along pothole-covered city streets."
and
" Full Features -
- - Superior geometry throughout the travel range.
- - 5.5" total travel.
- - Rigid parts for excellent control and feel.
- - RideTech monotube Single Adjustable Coil-Overs offer superior ride quality and handling along with the RideTech Exclusive Million-Mile Warranty."
RMS has it plastered all over their website, "superior geometry", "optimum control" in all situations. Except, have you actually ever seen the suspension geometry plots for a coil over conversion, RMS or otherwise? I haven't, not for any of the coil over conversions available. Not one.
And for RMS especially that's kinda interesting. Reason being is that Bill Reilly wrote the article about how the FMJ spindles aren't a problem like Ehrenburg said earlier in his disk o tech article. And in Bill's article he includes the suspension geometry plots for both factory disk spindles and FMJ spindles on an A-body. Which means he knows exactly how to do it and what the factory, and modified factory geometry can show for at least a couple of set ups.
Swapping Disc-Brake Spindles - Mopar Muscle Magazine
And then he doesn't publish the exact same info for his own suspension? Despite claiming it's "superior" in every way and throughout the range of travel? If it's true, why not publish that information and PROVE it?
Well, I'll go out on a limb and say why. Because it's not all that dramatically different from what you can achieve with the torsion bar suspension. None of the suspension mounting points are moved. The UCA's are basically the same as any of the tubular Mopar UCA's. The UCA's and LCA's remain basically parallel to each other, which means the spindle height isn't that different either (and that can be adjusted anyway). The suspension travel is roughly the same as factory (~5.5"). The stuff that's mostly the same is what controls the roll center, so that won't be all that different. And forget the motion ratio, the torsion bar system is 1:1 and that's as good as it gets, no coil over conversion system can touch it (it's one of the torsion bar systems main advantages, its VERY efficient).
So yeah, I'd be willing to bet those suspension geometry plots aren't all that different from a torsion bar system on a car that uses tubular UCA's and has been lowered a bit. Certainly there's no slam dunk there for sure, because if there was I can guarantee someone would have published the suspension plots by now as part of their advertising for their coil over conversion. You know that RMS did the analysis and the plots for sure, Bill's a smart guy and I know he put real work into designing that suspension so it would work. It wouldn't be hard to slap that stuff together and make the geometry WORSE, and he knows that.
There's no doubt some advantages, and no doubt some disadvantages too. It's how all suspension works. If you just need to have a rack and pinion, knock yourself out. But a rack and pinion and header clearance doesn't mean "superior" handling.
