Do you remember paying attention to where those wheels were leaking back then? Bead seat solutions aren't going to be of much help if the barrel of the wheel is porous.
Norm
Something sounds off with that.
Two actions that each increase the spring rate won't compensate for each other. Are you perhaps thinking about maintaining the same final position in bump from some given inertial input instead?
Of course, there's still the pesky matter of displacement input...
This, though the miles driven might vary a bit.
Which reminds me, I should retorque the lug nuts on the car I recently swapped the "3-season" tires off of for the cold weather set. Virtual little pink star for that, snook.
Norm
That's in the ballpark, at least with respect to what the Navy publicly admits to. https://www.naval-technology.com/projects/nimitz/
50 years ago, I was working on the Nimitz itself (shock grade equipment foundations, mostly) and I'm pretty sure I saw some SHP numbers at the time. Filed these...
So how would the basic problem here be any different at the aftermarket level than it would be for the OEMs? The soft region needs to be really soft so that it doesn't materially affect ride height.
The only real difference I'm hearing is that the company making this kit wants to offer a range...
RRiver - I suspect that most people in the 1950's and 1960's got their drag racing "book learning" from the illustrated pages of Hot Rod Magazine and similar magazine titles without ever being aware that more scholarly information existed. We didn't have Google back then to help find it anyway...
Tire unit contact pressures are far from uniform over the entire contact patch even before realizing that tread features like grooves can't support any load at all, and tread block flexibility likely ruins any notion of linearity on a local level.
Norm
That may be the way Nola and the rest designed their bushings, but that doesn't make it a good design overall for the application.
In any event, wheel rates are best attended to via the suspension's springs and sta-bars, not the control arm bushings. With OE rubber bushings, some added wheel...
Greg - OP is specifically talking about a fairly serious drag racing situation where the traction load should be generating somewhat larger lateral loads on the NVH bushing than would be experienced in the car's original purpose as a street-driven entry-level to mid-level family sedan. I...
What you're doing there is bad on two accounts. First, you're exaggerating the amount of over-constraint, which the chassis brackets don't particularly like when there's any off-axis rotation, or when pairs of chassis-side sleeve axes are parallel but not concentric.
And second, you're...
You should probably consider Ford's inclusion of a sta-bar as being their comfortable ride design. Had they not included the bar and compensated for its absence with sufficiently firmer front springs (and firmer dampers to control them), people would really be complaining about ride quality.
Norm
I would think a spring angle (squared) effect would also be involved in the motion ratio, and I think that referencing spring angle to the vertical and using the cosine makes more sense because it's a vertical effect we're looking for here. Squared because the spring force has to be greater...
Perhaps you should consider some sort of displacement input at the tire contact patch(es) in addition to these inertial force-transfer effects from the sprung mass side . . .
Norm.
