I don't think I've felt any bump-steer and I've bottomed the front suspension many times.
As far as shock placement goes, here's my thoughts.
Lets break this down into simple machines.
If you look at a double A-arm suspension, the lower A-arm is a lever. There is a fixed pivot point at one end, the frame. It has a second load point at, or near the center, the shock. This is the fulcrum. The last load is the spindle end. Its load is dynamic, pushing up and down with the movement of the tire.
The shock is pushing up on the frame, it in turn is pulling the frame up. At the same time pushing down on the spindle. With enough force, it will lift the frame, or suspend
Lets assume, for this discussion, that the shock is sitting vertical.
So what happens when you move the the fulcrum (shock), in towards the frame. The spindle end has more of a mechanical advantage, due to its longer lever arm. It will take more force from the shock, to over come this, to suspend the frame.
If you move the fulcrum (shock), out towards the spindle, the frame has the bigger advantage. It will take less force to suspend the frame.
Clear as mud Right?
But, because we need to angle the shock, to meet the frame, the direction of the force, gets closer to parallel, with the lever, or A-arm. The steeper the angle, the more force will be needed to suspend the frame.
Rickdude says this, "as the travel increases the shock becomes less and less effective and adds angle
to the shock which is non progressive which means that you get less shock stroke."
He's right. This force can be calculated, using force vectoring equations.
To make the shock more effective, the shock would need to move closer to a verticale position.
Looking at his photos, thats what he's done. But instead of moving the top mount out, he moved the bottom one in.
Now, because the spindle end of the lever, has more leverage
, he needed a much bigger shock to deliver the force needed.
I attached some "High Tech" drawings to help explain this.
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