Best way to adjust rear coil overs for proper height on my SPF

[Jerry Clayton]

there are some excellent posts by Scott Johnson (Scottj) on here about setting up the suspension, coil overs and alignment issues--it was last year 2011, but go read up on it

[dont]

[quote=Jerry Clayton;1178729]But what you aren't getting is that if your off with the proper set up, you can easily end up in the ditch--dodging some kid chasing a ball into the street, dodging an animal, motorcycle, texting driver-----

Jeezz, if you can't make these every day manuvers with out ending up in a ditch it is time for driving lessons. Or at least two roll bars

[patrickt]

Originally Posted by dont

Jeezz, if you can't make these every day manuvers with out ending up in a ditch it is time for driving lessons. Or at least two roll bars

OK, that was pretty funny.

[patrickt]

If you have access to the scales, you owe it to yourself to set your coilovers based on the weights. It's easy. And you can't break anything. And if you remember to put the weight simulating you in the driver's seat there's only one way you can do it wrong and that's by forgetting to loosen your sway bars. There's really no reason not to try it. There is absolutely no downside and you can take as long as you want while doing it.

[Jerry Clayton]

Well since we just lost a WCCC guy dodging a deer, I don't think its funny

[patrickt]

Originally Posted by Jerry Clayton

Well since we just lost a WCCC guy dodging a deer, I don't think its funny

You have clearly led the horses to the water, and you only have 50+ years setting up cars, so we'll let it go at that....

[mdross1]

Originally Posted by patrickt

Isn't anyone gonna tell him that if he needs to check his corner weights after adjusting his ride height, or do you guys not bother with that....?

I have to add that until I was told that my car needed to be scaled driving it aggressively,was scary to say the least.Even drag racing the car was a serious handful.After having it scaled quite honestly I never wanted to park the car.Since then have stepped up the performance considerably,now the car is predictable and an absolute joy to drive anyway I want.
So do not let the white finish and belly exhaust fool you into thinking this car was driven by a little ole lady.You catch me smiling you better have your game on!

[patrickt]

Originally Posted by mdross1

I have to add that until I was told that my car needed to be scaled driving it aggressively,was scary to say the least.

Yes, you can scream at them "listen to Pat & Jerry, they're right" until you're blue in the face and some of them still won't believe you. And even though I got my ass handed to me for trying to help the OP, and everyone else here in the Cobra community, I'm still cheerful as I know the sun will come out tomorrow, the birds will be chirping, and all will be right with the world....

[elmariachi]

Originally Posted by patrickt

And even though I got my ass handed to me for trying to help the OP, and everyone else here in the Cobra community, I'm still cheerful as I know the sun will come out tomorrow, the birds will be chirping, and all will be right with the world....

No doubt another testament to the positive effects of Pink Floyd mixed with the right drugs.

[D-CEL]

Patrick,

“Trying to help” that is a laughable, self-indulgent description of your post:
LETS RECAP:

Originally Posted by patrickt

Isn't anyone gonna tell him that if he needs to check his corner weights after adjusting his ride height, or do you guys not bother with that....?

Your “ass got handed to you” because of how you chose to write your response.. Had you simply and politely suggested that adjusting the corner weights (within the OP’s acceptable ride height tolerance) would be beneficial, it would have ended quietly.
Unfortunately and as is typical from you, your response included a thinly veiled beacon of your ever-present distain for SPF cars and thier owners.
If you don’t want to be called out, don’t go there.

To be clear, I have the utmost respect for Jerry and his experience. He has seen and done more in the car world than most could ever dream. However to suggest that the car will “end up in a ditch” because the corner weights aren’t set is rhetoric used to back up a weak position. And to that, I respectfully disagree.
If the car ends up in a ditch their will be a host of other, critical factors, most notably speed and driver error.

Jason

[patrickt]

Well, I'm still cheerful....

[IndyCobra]

I just finished my car this winter and I've only driven it a couple of times so my knowledge is pretty minimal at this point. While accelerating hard on a straight piece of road the car will want to dive to one side. After reading all these posts, I'm beginning to understand why. I initially thought that's what you get with a cobra. I plan to take the time to balance the car as suggested here.

Glad I stumbled upon this thread. I was just curious why there were so many posts in such a short time, then I saw the "beastiality" reference on the first page and said "This ought to be good". I have to give Patrickt props for a pretty restrained response.

[patrickt]

Originally Posted by IndyCobra

I have to give Patrickt props for a pretty restrained response.

I'm really cheerful now....

[D-CEL]

“Patrick restrained” LOL only in his fantasies. The appearance of restraint is actually the result of being caught with his hand in the cookie jar coupled with his inability to form a cognitive response. LOL
You should be careful when you pet the monkey! You own a Lonestar with a Windsor. That if far outside “double bubbles” tolerance capability. He will tolerate you, so long as you don’t challenge his self perceived superiority and are willing to accept his constant, unabashed ridicule for all Cobras not up to HIS standard.

With regards to your handling issue, I will be curious how the “corner weight gang” responds to this. I would doubt that CW is the cause. If the car doesn’t go straight under acceleration. Im not sure what you have for rear susp. But I would be looking at the rear axel first. Alignment, position, and pre-load.


Jason

[patrickt]

Originally Posted by D-CEL

You own a Lonestar with a Windsor. That is far outside “double bubbles” tolerance capability.

I saw a Lonestar with a Windsor in it not too long ago at a local show. I must say, I was struck with the high quality of the build, the careful attention to the the fine motor, and, overall, I would rate it top-notch. It was quite the fine automobile.

[elmariachi]

Originally Posted by D-CEL

With regards to your handling issue, I will be curious how the “corner weight gang” responds to this. I would doubt that CW is the cause. If the car doesn’t go straight under acceleration. Im not sure what you have for rear susp. But I would be looking at the rear axel first. Alignment, position, and pre-load. Jason

If the corner weights are not balanced properly and you have more weight of the car on one side versus the other, it will not go straight under hard acceleration. I would suspect its MORE likely the rear end setup as offered above, but go ask the drag racers why the worry about left and right weight distribution. Its because it affects straight-line launch.

EDIT>>

I just pulled my measurements. Before doing the corners my car didn't handle very well. It responded much differently in right turns than left, especially if accelerating. I actually thought it was the Billboards at first. We had already checked alignment and rear end setup and thought we were good there. Hurricanes have had some bump steer anomalies so we measured that as well and it wasn't too pronounced (once we got the right camber specs.) Then a buddy said "Hey come use my scales and let's set up your corner weights." Huh? So we put it on the scales and here were the initial measurements:

LF: 677 RF: 683 Total front: 1360 lbs Total left: 1367

LR: 690 RR: 650 Total rear: 1340 lbs Total right: 1333

This is almost a 50/50 front to rear ratio, and more weight on the driver's side (even before counting me). Quite a shock given the big FE up front. And clearly the axis from RF to LR was bearing more weight, 34 lbs more. Oddly though the wheel lip to floor measurements suggested the car was level left to right. So by adjusting the coils we got to this:

LF: 710 RF: 725 Total front: 1435 Total left: 1335

LR: 625 RR: 640 Total rear: 1265 Total right: 1405

This moved 75 pounds from rear to front, which yielded a 53/47 ratio. Much more towards what you would expect with the FE. But the diagonal values are perfect (1350/1350). We chose not to make adjustments with me in the car because the left was already 70 lbs lighter than the right, probably would be about equal with me in the car. This made a noticeable difference in how the car handles and steers. And amazingly, the car sits almost level (RR is 1/8" higher than LR) and has more of the a$$-low stance I wanted.

I didn't know squat about this beforehand but there is no denying the numbers and the resulting handling.

[dont]

I was having a problem with the rear end sliding out to the right every time the rear end broke loose. I took it to an alignment shop that specializes in race cars and the problem was in the toe-in on the rear wheels. He set the toe correctly and now it tracks straight when breaking loose. No corner weight needed.

[elmariachi]

Originally Posted by dont

I was having a problem with the rear end sliding out to the right every time the rear end broke loose.

Don, that is caused by that big-a$$ engine and your right foot.

Jim

[dont]

Yea I first thought is was my big azzz weighing the left side down.

[scottj]

Originally Posted by elmariachi

If the corner weights are not balanced properly and you have more weight of the car on one side versus the other, it will not go straight under hard acceleration. I would suspect its MORE likely the rear end setup as offered above, but go ask the drag racers why the worry about left and right weight distribution. Its because it affects straight-line launch.

EDIT>>

I just pulled my measurements. Before doing the corners my car didn't handle very well. It responded much differently in right turns than left, especially if accelerating. I actually thought it was the Billboards at first. We had already checked alignment and rear end setup and thought we were good there. Hurricanes have had some bump steer anomalies so we measured that as well and it wasn't too pronounced (once we got the right camber specs.) Then a buddy said "Hey come use my scales and let's set up your corner weights." Huh? So we put it on the scales and here were the initial measurements:

LF: 677 RF: 683 Total front: 1360 lbs Total left: 1367

LR: 690 RR: 650 Total rear: 1340 lbs Total right: 1333

This is almost a 50/50 front to rear ratio, and more weight on the driver's side (even before counting me). Quite a shock given the big FE up front. And clearly the axis from RF to LR was bearing more weight, 34 lbs more. Oddly though the wheel lip to floor measurements suggested the car was level left to right. So by adjusting the coils we got to this:

LF: 710 RF: 725 Total front: 1435 Total left: 1335

LR: 625 RR: 640 Total rear: 1265 Total right: 1405

This moved 75 pounds from rear to front, which yielded a 53/47 ratio. Much more towards what you would expect with the FE. But the diagonal values are perfect (1350/1350). We chose not to make adjustments with me in the car because the left was already 70 lbs lighter than the right, probably would be about equal with me in the car. This made a noticeable difference in how the car handles and steers. And amazingly, the car sits almost level (RR is 1/8" higher than LR) and has more of the a$$-low stance I wanted.

I didn't know squat about this beforehand but there is no denying the numbers and the resulting handling.

If your numbers show that coil over adjustments are moving weight from rear to front or from side to side, then you have bad numbers. Coil over adjustments only cause change to cross-weight percentage. You have to relocate mass to cause a change in F/R and L/R percentages.