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Hey Racer47, ever hear of a guy named Wayne Anderson? He's one of my cronies, lives about 5 minutes away from me.
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Hey Racer47, ever hear of a guy named Wayne Anderson? He's one of my cronies, lives about 5 minutes away from me.
Did he run some ARCA and Truck races? I think thats him but I don't know him personally.
speaking of back to the topic, I think I would try a massive different setting on the rear shocks, or maybe even throw another set of over the counter shocks on the car and see what happens.
Thank you @blacksheep-1 and @302 Hi Pro for the suggestions on rear shocks. The KW V3’s have approx 18 clicks of rebound and compression adjustment available. This setup was on the car when I bought it, and I didn’t feel the need to adjust settings at all the first year while just getting seat time and focusing on basics. When I finally did check where the settings were at for reference, the rebound settings were near full-hard on all 4 corners and compression was set to almost full-soft. I opted to back rebound off on all 4 to a mid range setting, and also bring compression up by a few clicks. From a predictable rotation and forward bite perspective, the collective adjustments (bigger tire, non-binding UCA, and shock settings) made a huge improvement. I’m convinced now that those same adjustments also pushed anti-squat just past the threshold, introducing the axle hop issue.Interesting thread, I don’t know the latest remedies you’ve tried, but I too agree on rear shocks & their settings. When I raced a bit & had a bumpy track to deal with, I went to softer rear settings on my Koni Yellows, but never had rear axle hop on breaking.
Thank you @blacksheep-1 and @302 Hi Pro for the suggestions on rear shocks. The KW V3’s have approx 18 clicks of rebound and compression adjustment available. This setup was on the car when I bought it, and I didn’t feel the need to adjust settings at all the first year while just getting seat time and focusing on basics. When I finally did check where the settings were at for reference, the rebound settings were near full-hard on all 4 corners and compression was set to almost full-soft. I opted to back rebound off on all 4 to a mid range setting, and also bring compression up by a few clicks. From a predictable rotation and forward bite perspective, the collective adjustments (bigger tire, non-binding UCA, and shock settings) made a huge improvement. I’m convinced now that those same adjustments also pushed anti-squat just past the threshold, introducing the axle hop issue.
Here’s a quick recap of what the planned remedy is:Next track day is nearly a month out. While it will be hot, I’m planning to go back to Buttonwillow to compare back to back results on the same track. I’ll make sure to update here afterwards.
- Removing non-adjustable Whiteline LCA relocation brackets - replacing with J&M units with 3 different holes. Plan to run 2” (top) hole to start after verifying trailing arm angle is near level at static ride height.
If problem persists at next track session, I’ll adjust rebound settings back up to original settings of nearly full-hard, and back off the bump setting towards original softer setting.
I originally had Ford racing lca brackets. But then another local guy bought BMR lca brackets. I measured them and the top hole on the BMR was 1/4" or 3/8" higher than the fords. So I bought BMRs.
Wanted to close the loop on this after having a chance to install and run the new setup. With the J&M relocation brackets installed and the LCA in the top hole (2" from stock), the angle of the LCA at static ride height is now just shy of 1* (downhill from chassis to axle). This change completely remedied the axle hop, yet no drastic decrease of forward bite on throttle pick up. Braking is very predictable now, and could be pushed right to the point of ABS starting to step in without upsetting the suspension. Appreciate everyone's suggestions and input.Here’s a quick recap of what the planned remedy is:Next track day is nearly a month out. While it will be hot, I’m planning to go back to Buttonwillow to compare back to back results on the same track. I’ll make sure to update here afterwards.
- Removing non-adjustable Whiteline LCA relocation brackets - replacing with J&M units with 3 different holes. Plan to run 2” (top) hole to start after verifying trailing arm angle is near level at static ride height.
If problem persists at next track session, I’ll adjust rebound settings back up to original settings of nearly full-hard, and back off the bump setting towards original softer setting.
the angle of the LCA at static ride height is now just shy of 1* (downhill from chassis to axle).
I’m pretty certain it was the angle of the trailing arms. The Whiteline relocation bracket’s only hole is a 3” drop from stock. The 2” drop on the J&M bracket reduced the trailing arm angle by 2*. The Whiteline LCA’s that I removed were relatively new and have the Max-C bushings on both ends which are pretty stiff.good, glad you found the issue, and thanks for telling everyone the remedy.
so do you think it was the angle that caused the hop, or flexibility in the old trailing arms, or the bushing material?
4” drop. Measured that too.The Whiteline relocation bracket’s only hole is a 3” drop from stock.
There’s some of that in play. A decent damper, properly adjusted won’t hop as violently or for as many cycles.oddly, the IMSA and PWC cars had to use the stock pickup points, aftermarket lowers and adjustable uppers, never had wheel hop..strange, maybe the shock package influences this more than I realized.