ANYONE KNOW THE BEST (EASIEST ) WAY TO STOP BODY ROLL AT HIGHER SPEED @ 65 MPH & UP ON A 2300 LB COUPE ????
If your talking about the car rolling over towards the outside when cornering but everything else about the ride , steering etc is good you need to either add or increase the diameter of the antiroll bar/bars....some people call them sway bars....if you have none, do the front first...you need to be careful that you don't get more roll resistance in the rear than the front or the car will spin out too easily....high tech guys call it " oversteer ".....
Post some pictures and tell us about your suspension. Lower the center gravity, drop that puppy on the ground. Proper shackles and or panhard bar and good shocks mounted at proper angle. Then a sway bar.
SPEAK UP, WE CAN'T HEAR YOU! The best way will not likely be the easiest way. Stiffer springs, better shocks, stiffer anti-roll bars and lowering the roll axis are all ways to lessen body roll. Until you describe your chassis details more, you will get speculation rather than useful information.
cycle - Why the ALL...capital letters..? You've heard of "anti-sway bars"...correct? This IS...their main function in life. Hey Lloyds - Yeah, that would be..."anti"-sway bar to be most correct. The little details matter. Mike
Roll centers, and therefore the roll axis, is almost always lower than the center of gravity. Lowering the roll axis further would lengthen the roll moment, and actually increase body roll.
That's correct. Higher roll axis would give less body roll. My fingers didn't hear what my brain was saying to them.
Or, as @redo32 said, lower the center of gravity. Shorter moment equals less leverage, and less transfer of force. There are probably simpler ways to for the OP to lessen body roll to some extent with the setup he has, but until he elaborates on his current suspension configuration (with pics), we can't offer much assistance...........
Transverse would present more body roll then parallel would, but really, with a true high arched buggy spring, either would qualify.
@gene-koning Ok, so by buggy spring you are meaning 'high arch', and not necessarily all leaf springs? Genuinely interested in your views. I have read a lot of your stuff and respect your knowledge.
You need to increase the roll stiffness. At low average speeds you need softer suspension, so Front and Rear anti roll bars are best. At higher average speeds you need stiffer suspension, so you need less stiffness in the anti roll bars. 1G at 30 mph will be around a tight hairpin, and 1G at 100 mph will be around a sweeping corner Both will have the same bodyroll, but the higher speed situation will need stiffer suspension [wheel rate] So lateral acceleration [G's] has the same weight transfer at the same G force regardless of the speed. Lowering the CGH and widening the Track will also reduce the weight transfer Not in a Corvette
How you approach cornering can help, deceleration before and accelerate through the corners can really make a difference.
Sway bars do more than limit body roll..They affect the understeer or oversteer and can really change the feel of the vehicle...
Yeah, I don't think transverse mounted springs result in increased body roll. The stiffness of the spring will have an effect, but not transverse vs parallel.
2300# coupe is pretty light, I'd guess the OP is working with an early 30's car, like a Model A. I'll tell you the easiest way to get flat cornering in a Model A, go with split bones or hair pins mounted to the outside of the frame rails, you don't get any body roll at all. Of course, you don't get a very supple suspension either. But if no body roll is your goal, that will do it.
Splitting the bones makes the axle function as an anti-roll bar. A rather stiff one. A narrow split will be less stiff than going out to the frame.
Transverse leaf springs are no less roll-stiff than any other kind of spring — because they don't pivot in the middle but are bolted solidly to the frame — and due to greater possible spring base might actually be stiffer in roll than parallel leaf springs. To reduce roll — assuming you don't really have the opportunity to widen the track or lower the centre of mass significantly: increase spring rates, at the expense of ride comfort and adhesion on bumpy surfaces; or raise the roll axis, at the risk of jacking; or add anti-roll bars, at the expense of the ability to tune the chassis via differential roll stiffnesses due to frame flex. Best in the real world might be a combination of all three in moderation. Best in theory would be to interlink the roll-resistance functions, which is out-there stuff (though not hard to get your head around once you get into it.)
Is it just me, or does anyone else find it sort of amusing that the OP starts out this thread with a relatively vague post, in all caps to boot, and then seems to disappear? No follow up with current suspension details or anything. Just leaves it for everyone else to discuss amongst themselves.
Seems to happen a lot lately. Op drops a question and disappears, everyone else argues over the question for a few days.... Lol.