Quote:
Originally Posted by bdonally
Thanks for the information.
The principles are well understood, but it would be good to hear from some of the people in the thread who made specific adjustments, with information about the spindle height and dimension C. ALso info about dfender height.
Personally I like to work with "C" because it is independent of tire size. My street tires are 205/55; track are 205/45, a 1.6" (41mm) difference in diameter. Messes up just looking at chassis height.
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here are the a spec ranges for the most common 911 front tires
185/70 x15 310 - 322 mm
195/65 x15 302 - 308 mm
205/50 x15 279 - 292 mm
205/55 x15 290 - 303 mm
205/55 x16 303 - 309 mm
205/50 x17 308 - 319 mm
215/45 x17 297 - 305 mm
225/40 x17 297 - 314 mm
avg low end is 298mm
avg high end is 309mm
not really much variation especially if the 185 & 195 x15 outliers, which aren't real common these days, are excluded
the biggest impact is the wheel,
15 allows for 19mm spindle rise
16 allows for 30mm spindle rise
17 allows for 40mm spindle rise
there is a significant difference in potential to reclaim compression travel w/ only a minor variance in a
fender heights are unreliable metrics, I used to try to collect and correlate fender heights, the results are all over the place so you can't infer much from them except in the broadest terms.
If you care about this stuff take the time to measure b
you could even measure it 1/2 assed by going from the floor to the bottom of the t-bar instead of the center as the difference is another reliable, repeatable quantity.
either of these can be used to do the measuring
