Coarse Camber Adjustment
located near the bottom of the strut. After elongating the
hole in a lateral direction, a heavy washer can be welded
over the hole to effectively move the hole. The nominal
camber settings can be coarse adjusted to be near the cen-
ter of the camber plate adjustment in this fashion if nec-
essary. The optimum static negative camber will have to
be determined
experirnen?tally, but a good place to start is
around one degree negative at all four corners. Note that
adjusting the front camber will also change the front toe.
Thus the toe must be readjusted each time the front cam-
ber is changed.
The front toe can usually be set very close to zero or
perhaps slightly out
(111
6
inch or less) to minimize rolling
resistance.
A
small
amount of toe-in is desirable at the rear
in order to improve straight-ahead tracking. About
118
inch toe-in is a good starting point. If the car wanders from
a straight line excessively, increase the rear toe-in.
The ride height and weight bias from corner to corner
should also be checked. Ride height can be adjusted up or
down a little depending on the race course and how much
ground clearance is required. It must be kept in mind,
however, that deviations from the nominal height
will
change the rate of camber change as a function of sus-
pension deflection. It
will
also affect the static camber
setting. The aerodynamics
will
be altered as a function of
the amount of air which goes under the car below the
front spoiler. Thus it can be expected that alteration in
ride height
will
require some testing to sort out the best
setting for other suspension parameters. If a set of scales
is available, the weight on
all
four wheels when the car
is level should be checked. While there is bound to be a
difference from front to back and from side to side, the
sum of the right front andleft rear weight should be about
equal to the sum of the left front and right rear weight.
Also, both sides of the front should have the same ride
height and both. rear points should be the same height.
These measurements should be made with the driver's
weight and nominal fuel load. The lower spring perches
can be screwed up or down as required to achieve these
goals.
BODY MODIFICATIONS
Body modifications include the driver's seat, reworking
the fenders for tire
clearance,'removing the stock wind-
shield, lightening the body and fabricating the front air
dam.
Seat
In order to keep the driver's head low enough relative to
the roll bar, it is almost necess-aryfar-the driver to sit di-
rectly on the floor, unless the driver is shorter than aver-
age. With the driver sitting close to the floor, he must also
sit well back in order to have adequate leg room. Drawing
19 shows a fabricated aluminum seat which is large enough
for almost any driver. Average or smaller-sized drivers will
need some padding in this seat for lateral support and to
raise them up an inch or two off the floor. Padding can
also be added to the back as required.
Cut and fit the seat supports using 1 inch square
18
ga.
steel tubing. Weld the supports to the car and rivet the
aluminum seat in place.
Fender Flares
PBS supplies fiberglass fender flares in Kit Number
4,
as
shown in the pictures, for use on the lowered
X1/9.
These
are specifically designed to cover racing tires on 6-1 12 or
6 inch wide rims at the legal maximum track width. They
are intended for tires not exceeding about
21
inches in
diameter and for a car which is lowered by 2-112 inches
in front and
1-112 inches in the rear relative to the wheel
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