With all the discussion about sway bars, I’ll stur the pot and talk about camber…So, what is the maximum camber you can use?Those that have raced know that it is 3.5 or less before the spring hits the inside of the spring arch. Can you get more? You bet, just ask any J Stock K Stock or ITS driver and they will tell you to go and find a strut assembly that has hit a big pothole (for those novice racers that is code for having a shop bend the strut…see the Ireland web site to purchase).The point being, Spec E30 administrators know most all of the tricks as they’ve likely done them once or twice. However, camber is so easy to check, just slap your Longacre tool on the wheel and read the bubble. Ditto a lowered car by cutting the strut assembly, that’s why tape measures were invented. So things that are out of the ordinary WILL be noticed as the veterands of the series (as well as those asking legitimate questions as they build their cars) self police the cars in the paddock. Questionable items will be called-out and Hunt and Mills (aka, benevolent dictators) will make the call. I can hear it now…"if the rules don’t say that you can, then you can’t." Regards, Robert Patton
Let's talk about camber
when I first started hanging out on the CR list in 2001, with all the rules bickering that was going on, I learned more about how to cheat than to how to race …
cheers,
bruce
Bruce, so did I. But knowing the tricks is what will allow regional administrators like you, Cullen, Hunt, and Hall to suggest that racers "correct deficient items" before they come back to your region for the next race. This is a good group of racers. Let’s build some cars, race some cars and have fun with both aspects of the racing—preparation and execution on the track. As one gains experience under the hood and on the track, you learn how important the racecraft of qualifing,starts and traffic negotiation can be.
I like that word, racecraft. I stole it from Carter.Kinda says it all.
Regards, Robert Patton