Re: 5kTQ swaybar upgrade???

["Pat Martin" <mardkins@email.msn.com>]

Thank you for taking the time to give an explanation that makes some sense.
But I do have a few questions.

I have driven a 4ktq without a roll bar on either end.  Just with reletively
stiff spring rates.  That car rolled VERY little.  It was not uncomfortable
to drive and to me felt much more balanced than it did when we reinstalled
the bar.  Most of the modified 4kq's I have driven understeer worse than the
stock car does(balance wise).  Overall traction is better but balance is
missing.  The stiffly sprung 4ktq without the bar was more balanced with
what seemed to be the same traction.  This was only tested on the street so
I have volenteered his car for some testing at our next track day.  It only
takes 3 minutes to pull the bar. I will report back when this is done.  With
lap times.  The question is:  On the street, can a bar on a stiffer than
stock car actually cause more problems because of a bump upsetting both
sides?  I dont know if that question makes sense but maybe you can figure
out what I am asking.

The next question is regarding alignment.   If starting at 1 degree negetive
camber (stock) and adding a degree on the rack, does this do enough good to
compensate for some of the roll camber problems?  I think I know what you
are going to say but I am interested in what you think.

Pat Martin
86 4000csq turbo, 2 1/2 cat back, H&R-Boge, MC and loving it.  Drilled and
stopping it. Koenig Cobra 16x7 with Yokohama A520's turning it,  K&N and
uh..
84 4000sq  AKA: The beater.
95 subaru legacy
Bothell, Wa






> If by "the books" you mean the Carroll Smith/Fred Puhn "classics," then
> it isn't so much that the books are wrong (they're not) as that they're
> written for purpose-built race cars, not production sedans.
> Purpose-built race cars typically use upper and lower A-arms of unequal
> length, designed with enough built-in adjustability that it's possible
> to dial in a camber curve so that the wheels stay upright under the body
> roll conditions that the driver is likely to experience at racing
> speeds.  Think of the front wheels of a Formula 1 car on the grid, with
> the tops of the tires looking like they're several inches closer than
> the bottoms of the tires.  Now watch that car negotiate a fast corner
> and you'll see that the outside front tire is perpendicular to the
> pavement.