Name: the um are moving away from the traditional mounting point of
Uploaded: 2021-05-03T18:08:50.510324+00:00
Duration: 935 s
Channel: Scott Schlichter
Description: the um are moving away from the traditional mounting point of the strut and instead using a ball joint up here which is more powerful and gives you a more powerful tire fit.

 the um are moving away from the traditional mounting point of the strut and instead using a ball joint up here which is more powerful and gives you a more powerful tire fit.

the um are moving away from the traditional mounting point of the strut and instead using a ball joint up here which is more powerful and gives you a more powerful tire fit.

https://d3ev5earl6dvd0.cloudfront.net/public-media/videos/001/910/001910/video_c5evdcV.mp4#t=646

Scott Schlichter

 the um are moving away from the traditional mounting point of

 I'm the owner and engineer at cortex racing, I've done a lot

 there are basically two types of front suspension designs that

 what you have is a Strat assembly that's connected to the

 Macpherson strut suspension is very strong and can hold a lot

 On the left we have a short long arm. On the right we have a

 Ball joint top and bottom and a spindle. So when you go into

 factory has put a certain geometry into all this and if you

 When the steering axis inclination is too high, it affects the

 If you have a pure race car, what you can do is basically air

Learn on Monday, wrench smarter on Sunday. 

Introducing a NEW series on /DRIVE, aimed at educating you to build a faster, better, more reliable car:  /ENGINEERED. We want to empower our fellow enthusiasts to know more, and do more, by learning from some of the best engineers in the game.

Learn on Monday, wrench smarter on Sunday. Introducing a NEW series on /DRIVE, aimed at educating you to build a faster, better, more reliable car: /ENGINEERED. We want to empower our fellow enthusiasts to know more, and do more, by learning from some of the best engineers in the game.

https://d3ev5earl6dvd0.cloudfront.net/public-media/videos/001/910/001910/video_c5evdcV.mp4

 I'm the owner and engineer at cortex racing, I've done a lot of research development in the field of suspension design and how all that geometry plays together. Today I'm going to talk about suspension types and how they work

 there are basically two types of front suspension designs that are on almost every new car. One is the Mcpherson strut type which is relatively simple and less expensive and also transfers less noise to the cabin of the car.

 what you have is a Strat assembly that's connected to the spindle. What you need is a new spindle.

 Macpherson strut suspension is very strong and can hold a lot of load, however it doesn't give much camber gain in bump.

 On the left we have a short long arm. On the right we have a long long arm. On the left we have a short short arm. On the right we have a long long arm.

 Ball joint top and bottom and a spindle. So when you go into rebound or bump the shorter upper arm has a tighter arc than the longer lower arm. This causes the tire to be more negative.

 factory has put a certain geometry into all this and if you try to lower the car it's going to have a detrimental effect on the geometry of the car. How can you restore the geometry to make it perform better?

 When the steering axis inclination is too high, it affects the camber of the car and the steering feel. So when you have a high castor value, it's gonna affect the steering geometry of the car.

 If you have a pure race car, what you can do is basically air the tires up really high, put remove the shocks and just put solid links in there so it can't body roll.