The arm adjusters use GKTechs quick adjusters which means that the toe can be adjusted quickly and easily on the fly, greatly easing alignments. PFTE bearings are used here as well which means that the entire rear suspension pivots on no compliance low friction bearings.
Like all GKTech parts, all of the bearing use rubber dirt and water shields to assure a long life.
To convert the rear of our car to a 5×114.3 bolt pattern mainly because of the greater selection of wheels available, like the front, we are going to use Enjuku Racing’s Ichiba 5-lug conversion kit. The kit for the rear of the car is very high quality, the hubs are accurately CNC machined from steel with thick flanges for maximum stud engagement.
The Enjuku hubs use high-quality OEM bearings so this won’t be too much of an issue. No cheap Chinese bearings here! This is going to help to minimize brake caliper piston knockback and to ensure a long life, even at track speed.
Now that we covered the parts of the rear suspension, we are going to modify the rear cross member for more stiffness and better geometry with additional GKTech parts, stay tuned!
Sources
GKTech
Enjuku Racing
8 comments
It’s a little funny to me that you’re raiding gktech’s catalog because I came across them the other month and thought that they had a lot of interesting ideas in terms of engineering a whole system.
The mention of OEM ideas on anti-squat and so on just brings to mind a question that I’ve been mulling over – do you have sort of a rough geometry philosophy or with the production based stuff you do a lot with, are you too constrained to do more than “this is optimal within the limits I’m forced into”?
For me, I do not like anti-squat and anti-dive. For production, cars that have to have softer suspension and less sophisticated dampers. a small amount is probably ok. Nissan’s of this time had 30 plus percent, a stupid amount that has negative side effects. Things like bad wheel hop and squirting sideways when on the throttle. Nissan back way off on anti in the later models of these cars.
Do you have sort of a “this is the top priority” geometry-wise? I’m doing my tube car final suspension revision (which is to say, final before it turns into steel and I maybe decide to change it later based on on-track data) and decided to focus on “roll center in reasonable places and stays constant relative to CG” as kind of a way to narrow things down.
I understand if this is getting too into the weeds for a comment thread. 😉
In my opinion, nothing beats good old-fashioned unequal-length A-arms.
You should just know that double wishbone SLA suspension is ubiquitous and so far has not been reasonably improved upon. It’s simple, it’s light and easy to understand.
You can technically do trick stuff like put a hydraulic ram in an A-rm mount and give dynamic negative camber to outside wheels like the Mercedes Carver concept, but that’s obviously way too costly and complicated for a single person to do.
Someone went to a lot of trouble to make their product not look like the Driftworks Geomaster 3 rear knuckles.
That is because it is very different. The geometry is different for all the reasons we mentioned and there is axle clearance for 930-type CV’s. We used those knuckles before and they would not work with DSS axles.
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