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Maximum Motorsports front suspension Questions
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<blockquote data-quote="Jack Hidley" data-source="post: 9934588" data-attributes="member: 17703"><p>That combination of FCA and k-member will move the front wheels forward 3/4". Any change in track width is difficult to calculate. Let me explain why. </p><p></p><p>Assume the car is in the stock configuration. In this configuration the ball joint and FCA inner pivots are at about the same height. </p><p></p><p>If the car is then lowered 2", then the ball joint is going to be higher than the FCA inner pivot. This lowering pulls the wheel inboard. </p><p></p><p>If you then install the MM k-member and FCA at the same lowered ride height, your FCA is now level because the FCA pivot points in the k-member are raised up. Since the FCA is now level, the wheels have moved back out to the stock location. From the customers standpoint, the track width has increased. The total track width of your MM front suspension will be within 0.100" of the track width of the stock suspension when both suspensions are at their widest (FCAs level).</p><p></p><p>What is your front camber and caster set to? The amount of negative camber will have a large effect on the tire clearance at the top of the fender.</p><p></p><p>It appears that your tires are 10mm wider than stock (275 versus 265).</p><p></p><p>If you do experience tire rub, it will probably be in the front part of the fender liner towards the outside. There is a lump that forms a low spot in the liner there, with a wire harness directly above it. Most owners move this wire harness inboard and heat the fender liner with a heat gun to make more clearance here. Whether the tire hits the fender liner in this location is almost completely a function of vertical wheel travel. If the track has big bumps in high speed corners, it may hit. If the track is smooth, it will probably never hit. </p><p></p><p>As the suspension compresses, it gains negative camber, so the top of the tire moves inboard. This usually keeps the tire from ever hitting the fender itself. If there is a problem here, the best solution is to see if you can increase the amount of negative camber in the alignment.</p></blockquote><p></p>
[QUOTE="Jack Hidley, post: 9934588, member: 17703"] That combination of FCA and k-member will move the front wheels forward 3/4". Any change in track width is difficult to calculate. Let me explain why. Assume the car is in the stock configuration. In this configuration the ball joint and FCA inner pivots are at about the same height. If the car is then lowered 2", then the ball joint is going to be higher than the FCA inner pivot. This lowering pulls the wheel inboard. If you then install the MM k-member and FCA at the same lowered ride height, your FCA is now level because the FCA pivot points in the k-member are raised up. Since the FCA is now level, the wheels have moved back out to the stock location. From the customers standpoint, the track width has increased. The total track width of your MM front suspension will be within 0.100" of the track width of the stock suspension when both suspensions are at their widest (FCAs level). What is your front camber and caster set to? The amount of negative camber will have a large effect on the tire clearance at the top of the fender. It appears that your tires are 10mm wider than stock (275 versus 265). If you do experience tire rub, it will probably be in the front part of the fender liner towards the outside. There is a lump that forms a low spot in the liner there, with a wire harness directly above it. Most owners move this wire harness inboard and heat the fender liner with a heat gun to make more clearance here. Whether the tire hits the fender liner in this location is almost completely a function of vertical wheel travel. If the track has big bumps in high speed corners, it may hit. If the track is smooth, it will probably never hit. As the suspension compresses, it gains negative camber, so the top of the tire moves inboard. This usually keeps the tire from ever hitting the fender itself. If there is a problem here, the best solution is to see if you can increase the amount of negative camber in the alignment. [/QUOTE]
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