The,Working,Principle,Independ car The Working Principle of Independent Front Suspension (4)

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Overall,with the vast plethora of Mustang II-style IFS kits ranging from basic budgetsetups to fully polished showpieces on the market today, there is very littlereason to go with a used Camaro front clip. PROPERSETUP AND COMMON PROBLEMSAsyou set up your new IFS system, the ride height and stance should be roughedout before you install any of the suspension parts. Put the frame on jackstandsand position it at the angle and rake you want, then start mocking up parts.Most manufacturers sell pre-cut crossmembers that have a small amount of rakebuilt in, so the member itself sits flat on the frame. Once the crossmember hasbeen bolted or welded in and the suspension pieces are installed, ride heightcan be estimated by installing the springs and shocks. It is vital to rememberat this point that the true ride height of the car cannot be determined untilthe engine, transmission, and all necessary fluids have been added to the car.Once the full weight of the car is resting on the springs, they will settleover a period of days or weeks. All too often, first-time builders getfrustrated when their new IFS system looks like something that belongs on a 4x4and begin hacking or heating coils, only to find out later that their car nowrides like Fred Flinstone's roadster because the suspension has bottomed out. Whenchoosing and installing IFS, a vital and often overlooked consideration is thelocation of the rack-and-pinion, which can affect toe change as the suspensionmoves throughout its range of travel. The lower control arm and the tie rodthat connects the rack to the spindle need to work like a parallelogram. If thetie rod is at a different angle because the rack is mounted too high or toolow, trouble will follow. "Whathappens most often is that a guy will install a rack in the wrong locationbecause it will only fit a certain way, and all of a sudden the car will haveterrible bumpsteer," says famed chassis designer Art Morrison, proprietorof Art Morrison Enterprises. "When the suspension is not parallel, everytime the tire hits a bump and the spindle goes up or down, the wheel willactually turn." For an in-depth explanation as to why bumpsteer occurs,see illustration number three.Finally,the experts all warn about the use of power steering on pre-WWII hot rods.While fat fender cars and later-model customs have plenty of mass to movearound, early Fords are very light up front and are not heavy enough to put thenecessary load on a standard power rack-and-pinion system. As a result,over-correction becomes a problem, and the car will dart around with little orno road feel. Most people do not realize that rack-and-pinion steering requiresfar less effort to turn than a standard steering box, so power usually isn'tnecessary anyway. If you absolutely must have assist, there are a few safeoptions available, including retrofitting a late-model Fox-platform Mustang('79-93) power rack-and-pinion setup or finding a shop that can reduce the linepressure. ALIGNMENTProperalignment is always vital on any car, but things can get tricky if you aren'tprepared when you walk into the alignment shop, especially with an IFS underthe fenders. "When swapping suspensions, the heart of the idea is to makethe spindle think it's in its original home," VanDervort says."Believe it or not, I've heard of shops trying to use '40 Ford axlealignment specs on a Mustang II front suspension just because it's in a '40Ford!" Byusing the manufacturer-supplied alignment specs for the spindle, your new IFSshould work as well as it does in a brand-new car, if not better. The kitmanufacturer should supply all alignment details, and the following informationshould be used as a loose guideline only. Camber on an IFS-equipped car withradial tires is generally set around 0 to 1 degree positive, which puts the topof the tire slightly outboard of the bottom. This creates a tendency for thetires to turn toward the vehicle centerline, providing straight-line stability. Toe-inkeeps the car tracking straight as it moves down the road, and with radialtires somewhere between 1/16- to 1/8-inch toe-in works pretty well according toVanDervort. While the car is underway, this is usually reduced to 0-inch as anyslack in the steering system comes under the pressure of driving. "Casteris where things get interesting," VanDervort says. "By leaning thekingpin angle back somewhat, an effect is created where turning the wheelsraises the car. Therefore, the car's own weight attempts to push the wheelsstraight again. As you can imagine, more caster provides increasedstraight-line stability at the expense of harder steering. Bonneville carsoften run up to 15 degrees positive caster to gain the stability they need atultra-high speeds." For a more in-depth look at caster, see illustrationnumber seven. CONCLUSIONAsyou can see, there are quite a few different ways to choose and dial in an IFSsystem, but with the proper research and a little time planning, just about anyrod or custom can benefit from modern engineering with better handling, a nicerride, and an improved driving experience.  Findout more about  Chinastrut mount manufacturer  and  shock absorber mounting  by visit ekko-rubber.com.