square rear vs square wheelbase

[drtrkr244]

got any pics? cant picture how you would use a 5/8 heim on a stock chevelle lower a arm

No that was many years ago. I cut the stock mounts off and welded the flat plate perpendicular to the arm. Then I drilled a 5/8 hole in the plate and bolted the heim up to it. You will have to drill the frame mounts out to 5/8 also.We raced at an imca track and never got caught.

[JR. MECHANIC]

this might be a new topic, but what is the reason for turning the front stub anyway? Some say that it shortens the left side wheelbase and that helps the car turn... I don't think that's true because as long as the left front is parallel with the left rear and the right front parallel with the right rear, it will still roll straight... So what's the real reason?

[avenger1]

To sell cars

[Confused?]

But they aren't parallel in the turns, are they.

[JR. MECHANIC]

But they aren't parallel in the turns, are they.

What's your point?

[Confused?]

Read your own post. Parallel is for straight and most of the time, the wheels are turned. Drag racers have moved one of the front wheels back for years. You are correct in that it does not affect straight line driving, but we spend most of our time turning to some degree.

[Duckhnter83]

Drag racers do it so there tires stay in the lights for just a split second longer

[Ltemodel]

Turning the stub does quite a bit to the front end, especially with a drag link set up like on a modified. The biggest effects people often don't consider is the ackerman effect it has on the front end. Once you turn the stub and realign the front end with the tires pointing straight ahead, the arcs your tie rods and drag link run at will be different than with the front stub square in the car.

With all the changes the chassis manufacturers are throwing at these cars, the best thing to do is to tune your car to what you think it needs in handling. Basically, you'll probably pull your hair out trying square your car statically and never end up with a better handling car.

I would suggest getting your car to an attitude it runs at on the track and checking your right side tire alignment. Where your right side tires are running dynamically will trump any figuring you do while your car is sitting statically on the floor in your shop.

Then, with the in this dynamic state start turning your front tires and measuring your toe at various points. This will give you an idea on your ackerman and what is going on there. I will tell you that too much ackerman in counter steer will put your car into a stall when accelerating off the corner.

I hope this helps a little.

Good luck,

kevin