Just a note.. I tried a set of these.. Car was run two weekends and the joint is bad on one already
Just a note.. I tried a set of these.. Car was run two weekends and the joint is bad on one already
East Street Auto Parts
Jim@Eaststreet.com
800 700 9080
I have had a couple of cars come through that had the extended lbj's and had at least one side failing. On both cars the lbj's were about a season old (9-10 race weekends). Both were NASA cars running Toyo RR's if that matters.
Mark
markn@ironcanyonmotorsports.com
Iron Canyon Motorsports
Just a note.. I tried a set of these.. Car was run two weekends and the joint is bad on one already
Is there slop in the pivoting portion? Moves/makes noise like when you check for bearing failure?
Ron
RAmotorsports
My old car was at Mark's shop when he discovered both were sloppy.
By that time, I had two seasons on them. The car felt a little off, too, in that it was difficult to transition smoothly from corner-exit slip angle to straight line acceleration. I keep a closer eye on them now.
I have never tried these.. Just curious, did all these failures involve an impact at some point to that wheel before the failure?
Frank
TnT Racing
SCCA Ohio Valley Region
My guess would be the extra leverage created by the extended portion causing accelerated wear
Steven Holloway
Artist formerly known as Chief Whipping Boy for Lone Star Region
I have installed a few for friends/customer. To me, they just don't "feel " the same quality of the Mazda unit. They are more in line with a generic aftermarket part like a Moog, Mevtec,etc. On the surface, I would have to say they are the best solution to get camber(less labor easier job) than removing A arms and swapping bushings. However after also seeing a few get loose quickly, I know I would never use them on my own car. For bushings, I will try the Whiteline now as I have had many of the ISC turn on the bore(yes, even after installing the screws, rivets,etc..) and they now turn into another maintenance item needing periodic cleaning and lube.
I have installed a few for friends/customer. To me, they just don't "feel " the same quality of the Mazda unit. They are more in line with a generic aftermarket part like a Moog, Mevtec,etc. On the surface, I would have to say they are the best solution to get camber(less labor easier job) than removing A arms and swapping bushings. However after also seeing a few get loose quickly, I know I would never use them on my own car. For bushings, I will try the Whiteline now as I have had many of the ISC turn on the bore(yes, even after installing the screws, rivets,etc..) and they now turn into another maintenance item needing periodic cleaning and lube.
I have been using the whitelines with a steel rivet and no issues. Tyler Quance is making and selling a nice set of uppers all ready to go with his bushings in them as wel.
On failure, no contact.. joint loosens up and gets sloppy
East Street Auto Parts
Jim@Eaststreet.com
800 700 9080
When you rivet or use a set screw, do you drill all the way down to the steel tube? Or is securing/pinning the bushing material with the rivet or screw sufficient for the bushing not to move?
When you rivet or use a set screw, do you drill all the way down to the steel tube? Or is securing/pinning the bushing material with the rivet or screw sufficient for the bushing not to move?
I am not clear on the second question, but what i do with the whiteline is drill through the control arm and the bushing steel sleeve and install a rivet.
Frank
TnT Racing
SCCA Ohio Valley Region
Even if the ebjs wear faster than normal, so what? Replace them. I haven't heard anyone say that they have broken one in two.
IMO, the "If" is they are not
We have a track width rule. Once you achieve that number it is the same whether you bring the bottom out or the top in, the angle is the same, so is the location of the center of the wheel. I don't think it matters, unless I am missing something? any engineers have an opinion here?
East Street Auto Parts
Jim@Eaststreet.com
800 700 9080
has anyone actually measured track width per the GCR with both? and with and without spacers?
Gordon Kuhnley: Driving miata's in all conditions, courses, and motorsports that I can.
has anyone actually measured track width per the GCR with both? and with and without spacers?
That'll never be answered irrespective of how "clearly" the process is defined in the GCR.
My previous stint on the SMAC when the +24 wheels were introduced and marketed as "SM track-width compliant" resulted in at least two/three meeting's worth of discussions on how to address this overall from a rules perspective. From attempting to eliminate the car being the variable (wheel offset + spacers + which upright == max number) to clarifying how the track is measured on a Miata, it was a fruitless endeavour.
my understanding is that the GCR spec for track width and method of measuring leaves a lot to be desired, which ultimately means that track width enforcement is not really a thing.
Gordon Kuhnley: Driving miata's in all conditions, courses, and motorsports that I can.
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