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SVTPerformance's Chain of Restaurants
Pics and Videos Buffet
GT MK IV posts the first sub-2:00 GT car lap of COTA
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<blockquote data-quote="Tob" data-source="post: 17016564" data-attributes="member: 83412"><p>I'm only speaking to SLA vs strut systems and the potential to lower static negative camber settings.</p><p></p><p>As Griggs puts it..."The next big advantage to SLA systems is camber gain, which is the change in applied tire camber as the wheel travels up into the wheel well as the suspension is compressed. With struts the camber curve is minimal, or even regressive, actually losing camber as the wheel travels up in bump motion. So as the body rolls in a corner, compressing the outboard suspension the loaded tire loses applied camber to the road surface, reducing tire contact, and wearing the outside shoulder. To compensate, high static camber settings are needed, 3 4 or 5 degrees, to compensate for tire deflection and camber loss form body roll. But these high negative camber settings are detrimental to performance due to reduced tire foot print under braking, and inconsistent tire contact patch area during transition into and out of a corner. It also results in high shoulder wear. Most front strut cars wear out the tires shoulders, both inside and out while leaving at least a third of the tread in the center of the tire. Griggs Racing SLA systems have aggressive camber curves designed for current generation performance tires. Static camber on race tracks seldom exceeds 2 degrees. Properly aligned, tires last much longer without the excessive shoulder wear, and performance is more than significantly improved due to the near always flat tire contact patch."</p></blockquote><p></p>
[QUOTE="Tob, post: 17016564, member: 83412"] I'm only speaking to SLA vs strut systems and the potential to lower static negative camber settings. As Griggs puts it..."The next big advantage to SLA systems is camber gain, which is the change in applied tire camber as the wheel travels up into the wheel well as the suspension is compressed. With struts the camber curve is minimal, or even regressive, actually losing camber as the wheel travels up in bump motion. So as the body rolls in a corner, compressing the outboard suspension the loaded tire loses applied camber to the road surface, reducing tire contact, and wearing the outside shoulder. To compensate, high static camber settings are needed, 3 4 or 5 degrees, to compensate for tire deflection and camber loss form body roll. But these high negative camber settings are detrimental to performance due to reduced tire foot print under braking, and inconsistent tire contact patch area during transition into and out of a corner. It also results in high shoulder wear. Most front strut cars wear out the tires shoulders, both inside and out while leaving at least a third of the tread in the center of the tire. Griggs Racing SLA systems have aggressive camber curves designed for current generation performance tires. Static camber on race tracks seldom exceeds 2 degrees. Properly aligned, tires last much longer without the excessive shoulder wear, and performance is more than significantly improved due to the near always flat tire contact patch." [/QUOTE]
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GT MK IV posts the first sub-2:00 GT car lap of COTA
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