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Page 51
THE "SWEET SPOT"

I dislike being the bearer of bad news, but there is no "sweet spot." When I realized that I had neglected to take the inertias of rotating components (wheels, tires, flywheel, etc.) into consideration when configuring suspensions, I immediately made the mistake...yes, I do make mistakes...of attempting to cancel or minimize the effect. In doing so, I ignored the very basic truth that the forward thrust at the tire patch increases by an amount equal to the equivalent weight. The tire loading, or "hit," is also proportionally increased. There is no way to cancel or diminish this effect. I'll qualify that: There is no way to cancel or diminish this effect FOR A GIVEN PERCENT ANTISQUAT. Considering, again, that common complaint of tire breakaway after a hard hit, I would suggest, rather than any kind of shock cure, that a lower percent antisquat (less "up" for a given "out"} be used.

UPPER LINK VERTICAL =

UPPER LINK HORIZONTAL =

LOWER LINK VERTICAL =

LOWER LINK HORIZONTAL =

WHEELBASE =

CENTER OF GRAVITY HEIGHT =

DESIRED PERCENT ANTISQUAT =

horiz. dist. from rear axle centerline:

vert. dist. from track surface:

percent anti-squat: