corner balance or align first?

[rattlsnak]

Whats the concensus on which one to do first? In the past I have always set ride height/rake, then align and then corner balance but I have been reading a lot of conflicting theories lately. Ideally, it seems, would be to do everything twice, but if the ride height/rake is set up first, then aligned, there shouldnt be much movement on the perches at all to tweak the weights so the alignment angles shouldnt really change.

Thoughts?

[Flieger]

corner balance, then align.

[j911brick]

Originally Posted by Flieger

corner balance, then align.

...repeat.

[Flieger]

Alignment makes a bigger difference in handling or at least feel than the corner-balance. Fuel weight burning off and shifting will spoil a perfect corner-balance more than the adjustments needed for an alignment. The alignment could be affected by the larger adjustments from the corner-balance so it should be done last to get it spot-on.

[RSstop]

Keep in mind that 911 rear camber changes will change ride height thus corner balance. If large changes are made during the alignment, recheck ride height, but as Fliegler said, final alignment numbers are the final stage and more critical.

I usually drive the car and settle new bushings and check for any pulling and then do it all again.

[Green 912]

Together. Rough in the ride hight, rough in the camber, front and rear toe, rough in the corner X weights and fine tune all around. YMMV, I am a bit picky.

[86 911 Targa]

Originally Posted by rattlsnak

Whats the concensus on which one to do first? In the past I have always set ride height/rake, then align and then corner balance but I have been reading a lot of conflicting theories lately. Ideally, it seems, would be to do everything twice, but if the ride height/rake is set up first, then aligned, there shouldnt be much movement on the perches at all to tweak the weights so the alignment angles shouldnt really change.

Thoughts?

Not certain if it makes any difference, but after the ride height & corner balance,
I drive the car for a while (100 miles), then do the alignment/wheel wheel balancing.

Any thoughts?

Thanks,

Gerry

[Neel]

RSstop +1 !!

[Porsche84]

I say you do both at the same time. Toe won't effect corner weight but camber will.

Green 912 Your scales show equal weight side to side. Did you include driver weight in the car during corner balance? The left side of the car should be heavier.

[Hodgey]

Originally Posted by 86 911 Targa

Not certain if it makes any difference, but after the ride height & corner balance,
I drive the car for a while (100 miles), then do the alignment/wheel wheel balancing.

Any thoughts?

Thanks,

Gerry

I am watching with interest Gerry as I am about to embark on changing the spring plate bushings and A-arm bushings.....


Neil

[911pcars]

Originally Posted by Green 912

Together. Rough in the ride hight, rough in the camber, front and rear toe, rough in the corner X weights and fine tune all around. YMMV, I am a bit picky.

From the total weight (2000#), these weight numbers are probably from a 912. Was this measured with an equivalent driver's weight inside? If in a 911, I have some doubts as the left and right side weights are typically asymmetrical but can be made proportionally equivalent.

"Alignment makes a bigger difference in handling or at least feel than the corner-balance.

This depends on the reference point - needed for this statement to be valid. OTOH, spot on alignment with an out of balance chassis is a compromise.

Sherwood

[Flieger]

Fuel weight will vary a "perfect" balance but most on this forum with high performance street/ trackday cars do not spend lots of money trying to control fuel sloshing and putting the fuel tank in the passenger seat (with protection) because they do not feel it. If the alignment is off, then it can feel weird even just driving down the highway, not just at the limit. Equal diagonal balance can still result in uneven brake lockup. Equal front weights can still result in handling difference left to right. I think it is easier to drive around many pounds of imbalance, using weight transfer and braking technique.