Adj strut rods, cont'd
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From: BC
Adj strut rods, cont'd
Thought this warranted a new thread.
Some further info/dimensions. Physical measurements from a 69 with new strut rods. Adjuster rotated and phsical change measured.
The top link is 14"
The bottom is 16.75"
The OE adjuster has .750" travel end to end.
0" difference between lengths of arms in parrallel arms means 0* camber change.
2.750" inch difference in length provides oe design camber change, whatever that is.
If the adjustment is at it's end and the camber isn't adequate, it will take .375" shortening of the rod to just get to the same point as the end of the oe adjustment (assuming adjustable strut is installed in centre of adjustment slot). I would suggest it quite concievable that it could take another .125" (1/8") to correct camber (speculation).
It is not out of the realm of possiblity, and I would suggest even likely, that you could be shortening the strut by .500".
.500" change on a 2.750" shaft difference is a 18.1% change.
Extrapolating that, I suggest that means an 18% change to the amount of camber change through the suspension travel, again, whatever that is.
The most common event will be shortening the rod, because it is most often that camber disappears (moves negative). This means that there would be 18% less camber at the ends of susp travel (arms getting closer to same lengths).
Now I have no idea what the performance enthusiast looks for when deviating from design camber change, but I would be somewhat surprised if you wanted to reduce it through the stock travel amount.
Then there's the issue of maintaining the same camber change from left wheel to right wheel. Would it not be most desirable to have them the same?
Steve g
Some further info/dimensions. Physical measurements from a 69 with new strut rods. Adjuster rotated and phsical change measured.
The top link is 14"
The bottom is 16.75"
The OE adjuster has .750" travel end to end.
0" difference between lengths of arms in parrallel arms means 0* camber change.
2.750" inch difference in length provides oe design camber change, whatever that is.
If the adjustment is at it's end and the camber isn't adequate, it will take .375" shortening of the rod to just get to the same point as the end of the oe adjustment (assuming adjustable strut is installed in centre of adjustment slot). I would suggest it quite concievable that it could take another .125" (1/8") to correct camber (speculation).
It is not out of the realm of possiblity, and I would suggest even likely, that you could be shortening the strut by .500".
.500" change on a 2.750" shaft difference is a 18.1% change.
Extrapolating that, I suggest that means an 18% change to the amount of camber change through the suspension travel, again, whatever that is.
The most common event will be shortening the rod, because it is most often that camber disappears (moves negative). This means that there would be 18% less camber at the ends of susp travel (arms getting closer to same lengths).
Now I have no idea what the performance enthusiast looks for when deviating from design camber change, but I would be somewhat surprised if you wanted to reduce it through the stock travel amount.
Then there's the issue of maintaining the same camber change from left wheel to right wheel. Would it not be most desirable to have them the same?
Steve g
