Does anyone know what kind of camber curves our third gens have designed into the suspension?

What I am trying to find out is in stock trim, do we see negative or positive camber gain when bumped (I am not referring to camber gains when turning via steering axis angle), or are the gains fairly minimal when near static heights? What happens if the car is lowered via springs-I realize you can align the car statically, but what does the change in lower a-arm angle do to the rate of camber change? Does it make the factory curve more or less aggressive?

I don't know anyone who will let me spend a weekend on their alignment machine figuring this out, so I am hoping someone else already has-maybe one of you auto-x-ers?

Any help would be appreciated. Thanks!

 

It's probably something I should have looked into myself, but I you could probably find the answer at Frrax.com. There's a lot of auto-x and road race Fbodies so it's worth searching around there anyway.

 

There is alot of data testing you need to do first before you can accurately try to bump the car.

Its alot of trial and error. Not all cars are the same based on spring rates, shock packages, tire grip, suspension joint deflection, vehicle weight, roll centers, ride height, etc.

The number one tool you need is to install rubber orings on the shock shafts and record body roll. You then need to simulate that body roll on turnplates to see how your footprint is (also consider this is static lateral load, and compensate for dynamic lateral load).

For most people, you are pretty much stuck with what you have unless you have the money and the means (via use of a rack and turnplates) to constantly change spring rates, suspension parts (ie- extended ball joints, adjust ride height to spring rate changes,etc) to get the A-arm geometry in tact while mantaining a proper lateral balance.

This is very complex for a non racecar (meaning a production street car)

The 3rd gen front suspension being a strut style does not have good camber gain through extended motion. Best to limit travel of the suspension thus also limiting body roll.

Dean

The old white shoe polish trick works wonders. Thats is done by marking a blocked section about 3" long by about 2" wide on both inside and outside edges of each tire and then going for a hot lap. You can see where the shoe polish scrubs off is where your tire footprint is. This HOWEVER is a static AND dynamic reading so it is not accurate in telling if you are on the inside edge on the straight and the outside edge on the turn with the footprint.