Quote:
Originally Posted by Norm Peterson
If we're lucky, maybe Al can find a way to incorporate your Chassis Torsional Stiffness question into this (and kill two birds with the same stone).
Norm
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That figure is totally in the noise compared to the dynamic wheel rates. A 300 Lb/In wheel rate pales compared to a 30,000 N/° torsional stiffness (as generic but realistic examples).
The plain fact is the 5th gen was tuned via springs and sway-bars to have a different at-limit characteristic [more understeer] than the 6th gen, despite having wider front tires. For a wider front tire to understeer, you need either a stiffer front ARB, or a softer rear ARB. Or you need less optimal front camber curve to reduce the contact patch up front at the limit, possibly combined with a very good camber curve in back to enhance at-limit grip of the rear tires. Or quick-acting bumpstops up front versus relatively non-active rear bumpstops. There are at least a handful of ways to tailor the response *after* you chose tires.
It feels like you're trying to narrow down the entire suspension calibration to one facet. It's definitely not that simple.