How do wheel spacers affect handling?
12-11-2012, 12:23 PM
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How do wheel spacers affect handling?
Would putting on wheel spacers to widen the track have a similar effect as putting on stiffer anti-roll-bars?
Intuitively, that seems logical to me, but wanted to see if someone has actual experience changing handling characteristics by widening the track with spacers. So to reduce front-end push, I can widen the rear track? (aside from lowering the front, increase front neg. camber, setting up zero or even pos. camber in the back!?)
Thank you in advance!
Intuitively, that seems logical to me, but wanted to see if someone has actual experience changing handling characteristics by widening the track with spacers. So to reduce front-end push, I can widen the rear track? (aside from lowering the front, increase front neg. camber, setting up zero or even pos. camber in the back!?)
Thank you in advance!
12-11-2012, 10:20 PM
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No, it unfortunately doesn't work like that.
Increasing the track is usually only done in tiny fractions, like people might install 1/4" spacers on either side. So on an RD2 that'd only be increasing the (70.5") track width by 0.7%. Consider that most aftermarket swaybars increase the roll stiffness by anywhere from 30% to 100%, and you can see that the benefits gained would be small enough not to notice them.
There are also downsides to changing the geometry like that, especially on the front end. Moving the center of the contact patch outward means that the wheel is now orbiting the steering axis when you turn a corner, making for some funny feedback through the steering wheel, bending forces on the shock absorber, scrubbed tires, and high loads on the steering components themselves. Moving the center of the contact patch also effects roll center height which will further negate any gains you get from f*cking with the track width...
What you want to do is increase the rear roll stiffness as much as possible, and run camber to pretty much suit your needs. You really don't need much camber on a street car, but if you're racing, then crank on the camber.
Just one other thing, try to avoid reducing the overall grip level to get the handling balance you want. Putting positive camber or space saver tires on the rear end might get the car to rotate faster, but you'll be travelling slower than the understeering car with four happy(er) tires.
Increasing the track is usually only done in tiny fractions, like people might install 1/4" spacers on either side. So on an RD2 that'd only be increasing the (70.5") track width by 0.7%. Consider that most aftermarket swaybars increase the roll stiffness by anywhere from 30% to 100%, and you can see that the benefits gained would be small enough not to notice them.
There are also downsides to changing the geometry like that, especially on the front end. Moving the center of the contact patch outward means that the wheel is now orbiting the steering axis when you turn a corner, making for some funny feedback through the steering wheel, bending forces on the shock absorber, scrubbed tires, and high loads on the steering components themselves. Moving the center of the contact patch also effects roll center height which will further negate any gains you get from f*cking with the track width...
What you want to do is increase the rear roll stiffness as much as possible, and run camber to pretty much suit your needs. You really don't need much camber on a street car, but if you're racing, then crank on the camber.
Just one other thing, try to avoid reducing the overall grip level to get the handling balance you want. Putting positive camber or space saver tires on the rear end might get the car to rotate faster, but you'll be travelling slower than the understeering car with four happy(er) tires.