Originally Posted by Wookie (on rc10b4.com)
This changes "Where" in the suspension travel the camber starts to change. When the camber link pivot points are close to the A-arm pivot points there is a very steady and linier change of camber as the suspension is compressed. This gives the car a very neutral and non-speed sensitive handling characteristics. When the camber link pivot pints are further away from the A-arm pivot points this makes the camber change more dramatically at the start of the suspension compression or at the end. This makes the car more finicky on corner entry and exit speed and can be harder to drive if you don't enter and or exit the corners at the same speed lap after lap.
--------------------------------------------------------------------------------
To answer your question about 2-b verses 1-A, it all comes down to how you like it to feel. If you like your steering twitchy as you come into the corner and pushy as you exit, run 1-A. If you like your car more forgiving as you enter the corner but more steering as you exit, then run 2-B. I almost always use the "B" hole on the caster block as it provides the most consistant steering in, through, and out of the corners........... As for your setup you can also try adding 1 OZ of weight to the rear of the chassis to make it more predictable in the bumpy stuff.
|