that bar has a couple of names but i call it a panhard bar. one side is connected to the chassis and the other end is connected to the rearend housing. this bar basically keeps the rearend from swaying side to side.

 

i thought so, i just heard it called so many different things and had it descrebed so many different ways that I wasn't sure what it was when I saw it...

 

i got lucky with my acr neon which comes stock with koini struts. theres a spot on the top that you can turn and adjust the stiffness of th suspension, it made it nice since it was a daily driver and a track car.

 

here is my take for RWD

i would go with VERY adjustable coilovers in front. when the driveshaft is under load, the driveshaft wants to rotate clockwise (looking at it from the back), and the rest of the car wants to rotate counterclockwise fromt the engine and trans mounts. this is all relative to roll stiffness

with that said, we can run a very large anti roll bar in the rear, and a smaller diameter in the front. but those are hard to come by and not readily adjustable at the track. preloading the right rear tire will allow you to cancel out some of that motion. using wheel scales will greatly help in your quest to equalize rear tire loads in motion. (this will require some practice runs of course, since this is only a static solution to the problem)

there are much better dynamic ways to do this of course (four links and so forth, but i dont know much about them to be honest. other than playing with the angles, i dont know if there is anymore adustability in them than that)

you can also assume a lower spring rate in the left front to help too

hope this helps, its a low dollar adjustable solution

 

Alright, I have an idea to go along with Blue2kSS's standpoint - feel free to shoot it down or make suggestions.

Since cornerning is not an issue for a drag racer, roll centers can be adjusted to counter-act roll moments. The closer the roll axis (the line between the roll centers) is to the CG of the car, the less the car will roll in cornering. However, I'm not sure how this pertains to gyroscopic moments. My idea is that you can create suspension geometry that moves the roll axis to a location that minimizes the moment arm of the forces that create the greatest rolling forces in drag racing. For instance, if the roll axis were to pass right down the center of the driveshaft (on a FR car) then the driveshaft would not create any rolling forces. If the crankshaft also lies on the same line as the driveshaft, then you have an easy solution.

Also, as far a longitudinal weight transfer, anti-geometry could be used so that your suspension linkages absorb some of pitch moments created in acceleration and the car would lift less and also transfer weight to the rear faster. The weight transferred would still be approximately the same, but the car would lift less and transfer weight faster, giving traction to the rear tires faster.

What do you guys think?

-Joel

 

this is what i was looking for
rep to you guys

lets keep this discussion going...

 

3tc has a pretty good setup. RWD's have better weight transfer.I would not drag race a front wheel drive car, unlesss it's all I had.-Bob

 

sorry it took so long for me to get back, just got the laptop back today



i think you would incorporate the anti geometry directly into the 4 link suspension setup. if you have the instaneous centers of the links at the CG, that would totally eliminate weight transfer. if you take a sheet of paper, draw a scale drawing of the four link with the mounting points and where your cars CG is, you could visualize differing angles and where that would put you in relation to weight transfer. now whether or not you put the instantaneous center below or above the CG im not sure. Im leaning toward below visualizing the links in my head really quick to be the opposite of anti squat (Joel correct me if im wrong, i dont have a book close to me), which obviously is the exact opposite to what we want in this case.


now how much load transfer we want of course is all dependent on what springs and shocks we have, rolling resistance of drag tires (minimal, but still there), controllability on launch, straightness of launch, so forth and so on.

its because of this debate there is no perfect, everyone has differing ideas on suspension setup and thats what makes it so interesting

 

Blue2, you express yourself well, and have a good understanding.

Most people never get past the "bolt-on" stage, and if they can't bolt it on, they ridicule people who know more than they do, and have the ability to fabricate..........................that's why some people
who can't measure suspension geometry ignore the evidence that
cut coil springs don't have to flop around loose, don't have to beat the car , and don't have to destroy shocks.

Thanks for posting the info-Bob

 

As far as the front wheel drive cars, you could use anti-geometry to actually make the front squat when you accelerate. I don't know how this would affect load transfer (and braking would be scary) but it sure would draw attention.