Acceptable Positive Camber Gain |
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Tony Rivera
Welding Master Joined: Nov/17/2009 Location: Tempe Status: Offline Points: 196 |
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Posted: Nov/17/2015 at 11:33pm |
Whenever I see this, I think of this |
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Tony Rivera
Arizona State University Team Captain 2009-2010 Local Motors Vehicle Systems Engineer |
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RLM
Baja Godfather Joined: Nov/15/2012 Location: Hamilton, ON Status: Offline Points: 1258 |
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Are you looking at the tire relative to the ground at 7 deg of roll, or tire relative to vehicle center line? inner tire or outer tire relative to center point of turn? |
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McMaster Baja Racing (09-Dec 2015)
Team Captain 2012-2015 Suspension Lead 2015-2016 All spoonfeed PM requests will be billed at $10 USD per reply, payable via paypal. |
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i6overboard
Welding Master Joined: Sep/22/2013 Location: New Orleans Status: Offline Points: 108 |
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And this is why we moved to a de-dion rear
suspension; id love to do a front but packaging is difficult and havent come up
with a clean solution.. Camber for solid rears is always the same relative to
the ground surface no matter what body roll angle, plus a slew of other
advantages.
I dont think there is any way around your problem besides making a
very short instant center, thus big camber changes like you have come up with..
Otherwise independent suspensions require some anti-roll to keep the camber
good if that’s what you’re after, but as Kyle said, Atv tires aren’t as
sensitive anyway, without tire data it is reliant on driver feedback and I don’t
think a comparison has ever been done whether camber has a significant effect
or not.. So, if you have to run an independent suspension you'll be stuck with
that dilemma, to worry about camber during roll or camber during pure bump..
The problem I see with independents is when you up roll stiffness
you also stiffen up the twist mode, which is exactly what’s supposed to be so
great about an independent, having a soft twist mode keeps all 4 tires on the
ground.. You can get clever with shock placement on solid rears to get a soft
roll and twist mode while still having a stiff bump mode but no one seems to
like that advantage.. |
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collinskl1
Baja Godfather Joined: Jan/21/2009 Location: Saginaw, MI Status: Offline Points: 1056 |
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I always kept two points in mind when designing my systems.
In general:
- ATV tires aren't as sensitive to camber as road tires - Handling effects at the extreme ends of suspension travel aren't as important as the range in which the vehicle operates for the majority of the time |
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Kyle Collins
Lipscomb University Alumni 2x Project Manager Nexteer Automotive Product Engineer, Electronic Power Steering ... and the 8th simple machine: a bigger hammer. |
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Andy.R
Welding Master Joined: Dec/02/2014 Location: Ames, IA Status: Offline Points: 150 |
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So, recently we have been having some integration issues and I am having to redo some rear suspension geomtery. With that, came a few constraints by the frame team. I am running into the issue of having to much positive camber in a cornering situation . I am considering 7deg of body roll and cant seem to get the positive camber gain amount to decrease without sacrificing a ton of negative camber at full compression. It feels as if I have tried everything suggested by Milliken to Smith with having all kinds of lengths and angles to my control links, and to no avail. Just curious what you guys use as a max positive camber value. Kinda vague, but any suggestions?
Edited by Andy.R - Nov/17/2015 at 2:48am |
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