lower control arm 1972 Duster
On the street, it is a non-issue. and is actually required during braking, to prevent a bound-up situation.
just send it!
Hi AJ,
Are you able to explain to a simpleton (me), what bind is being prevented especially during braking? Or what bind would be happening if it's easier. I saw the video posted above, and for a seemingly slow drive ( that clip appears to be someone simply turning into a driveway and coming to a stop) I was surprised at the amount of fore/aft movement. How much more would one expect if they were "pushing" their car, or even out in todays insane traffic?
We have 50+ years of materials technology since these systems were new. It seems to me that the designs of the day had to have been a compromise made to cost, and that the average car buyer was going to compare any cars ride to that of a Cadillac. Todays consumers certainly aren't "smarter" about car technology, but as a whole are used to better handling vehicles. I see fore/aft movement and can't help to think that with todays traffic habits, even that little movement adds that nanosecond to your reaction time. We are talking about a day when comparisons are made between the "speed" of lightbulbs, (LED vs incandescent).
Is there a way to create a mounting point that allows the movement needed, yet prevent the binding you mention, and simultaneously improve braking and/or safety as a whole?
All I seem to grasp right now is that the strut should prevent (most?) fore/aft movement of the LCA, and has to be able to rotate up/dn at its mounting point so the LCA can swing up/dn around its mounting point (the dreaded "slop" zone in the rest of the conversation). Can you catch me up so I might be able to follow the rest of this? I'm not understanding why some fore/aft movement is required.
