Project V8 RX-7: Part 17 – Eimer Engineering Arms, Wheel Spacers and the Hunt for Perfect Stance

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We removed quite a bit of material to create the flat surface, but as an engineer, I can attest this amount of material in this location would be ok for the loads involved.

Now the bolt can be tightened down.  Like the lower control arm, we used high misalignment spacers to get more articulation out of the spherical bearing.
 
Our front suspension is looking pretty awesome–like a trophy truck!

Since the motion ratio got changed quite a bit, due to the front control arm revision and the cantilevering effect of the super wide wheels and tires, we upped the spring rate on our KW V3’s from 7kg front and 6kg rear to 17 kg front and 13 rear and sent them back to KW to get revalved.

This is really not an unreasonable increase in spring rate, as the wide wheels alone change the effective motion ratio of the suspension by almost 40%. The suspension as-is had become way too soft.  This is something to be considered anytime you greatly increase the width of your wheels and tires.

 

Now with our front suspension in place, we have clearance for wall-to-wall 295mm rubber on a huge 11′ wheel, good scrub radius, a wide understeer reducing front track, and good suspension geometry.

We also don’t have several inches of dumb looking and potentially dangerous spacers. We have hella functional hellaflush! With our front suspension now on lockdown, it was time to move to the rear of the car.

 

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