What? More direct and relevant questions that get ignored?
Pay better attention.
@Bender what is the link separation at the axles and typical link lengths?
Absolutely! Let’s make sure we are talking the same thing. This is slow technical crawling. In essence what you are doing is nonce the shock bottoms out, that shock location becomes the new roll center.
Is more travel (up+ down) always better?
On paper we have fabricator and R&D guy for a major player in the offroad aftermarket who's made a life around motorsport,
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Are there no compromises when choosing a short arm vs a mid arm? It is my understanding that a mid arm is needed once you go over 33's
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Whether or not it is needed has everything to do with what problem is to be solved by changing the geometry.
Absolutely! What you are describing as “upsetting the chassis” can be looked at this way. Now to be clear we are talking slow speed crawling. When the shock bottoms out it essentially changes the suspension roll center to the shock location which would help stability. (Very simply put)Interesting. Do you disagree that increasing up travel improves stability in high articulation events like rock crawling by reducing how often the chassis is upset when the upper limit of travel is reached?
I edited my post before you posted.
What problems are solved by going to mid arms from short arms? And with enough stretch, at what point does a mid arm become a long arm?
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Its my understanding that link separation, antisquat, and roll center are changed and would be a go-to if trying to get a 50/50 bias out of long travels all while adding stability to the rig while in various angles out on the trail.
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Can one build a short arm on 35's with 50/50 bias while using long travel shocks?
When the shock bottoms out it essentially changes the suspension roll center to the shock location which would help stability.
Absolutely! What you are describing as “upsetting the chassis” can be looked at this way. Now to be clear we are talking slow speed crawling. When the shock bottoms out it essentially changes the suspension roll center to the shock location which would help stability. (Very simply put)
We can call this slow technical rock crawling. I'm talking about allowing the tire to rise up and over things without upsetting the frame more than is necessary. To create two ends of a spectrum, imagine two otherwise comparable rigs with 14" coilovers, one has an inch of up travel, the other has 7" of up.
1 guy has a 14" CO the other has a 13" stilt.
to me it looks like they are trying to fit a buggy belly on a jeep.
Rob's background is in building buggies so this makes sense. That doesn't translate very well to TJs as we are seeing.
I still doubt it's advantageous to have 3-4" up travel on a buggy.
I hear what you are saying, but 1” is really stretching it. But for arguments sake we’ll go along. The lower the CG better and if can have the same car 6” lower it’s then ABSOLUTELYWe can call this slow technical rock crawling. I'm talking about allowing the tire to rise up and over things without upsetting the frame more than is necessary. To create two ends of a spectrum, imagine two otherwise comparable rigs with 14" coilovers, one has an inch of up travel, the other has 7" of up.
I hear what you are saying, but 1” is really stretching it. But for arguments sake we’ll go along. The lower the CG better and if can have the same car 6” lower it’s then ABSOLUTELY
I hear what you are saying, but 1” is really stretching it. But for arguments sake we’ll go along. The lower the CG better and if can have the same car 6” lower it’s then ABSOLUTELY