Archive for category Constrution

Bumpsteer is set, for now!

Saturday we started around 9:00, later than normal, but Bryan and I had to do some babysitting for my sister.

After setting up the bumpsteer gauge we starting to log some numbers and we found that we were still off, so time to try some different shim’s. We found a combination that got us close, closer than we have ever been before. However we would like to move the number a little to even have less bumpsteer in bump. After about 1″ of bump it started to toe out a lot on the driver side. But we were well within what is considered good. We want better. In 1″ drop, almost no change, really good.

On the passenger side, we tried the same shim stack and we were off, too much toe out. After trying a lot of different shims to get what we wanted, we found a set of shims that got us close. We ran out of really small shims so, we couldn’t get any closer. Over all very happy with the number.

After bumpsteer was set, we put the front suspension back together, connected the sway bar and started to torque all the front suspension bolts.

The car is back on the ground, ready to be cleaned up and then for a road test!

Later we will work on getting more shims and try to get the bump steer even closer to 0 (zero) toe change.

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Bumpsteer is what goes bump in the night

What a fun Saturday morning Brandon and I had! It started out being ok, but quickly made a turn for the worse. We set-up the bumpsteer gauge and began to take measurements based on the toe change over the range of motion of the front suspension. The initial shim stack was causing too much toe out as the suspension moved, so I went looking for the shorter shims. After 20 minutes of digging thru boxes, I realized that the shims were sitting at home in my garage. Oh well, we can try to get close using the shims we currently have. Next we added more shims, which we borrowed from another component, and ran the suspension thru its motion. The suspension was now toeing in under bump, which is bad. Time to take everything apart again and retry with less shims and see what that does to the measurements. Using the smallest amount of shims we had with us yielded too much toe change. Ok, we know that not enough shims is bad and too many shims is also bad. Checking the time, we realize that it is time to meet my wife for breakfast. Brandon and I quickly leave the shop to meet up with Sara, Jen, and our friends Todd and Jackie. By the time we were done eating and left the restaurant, it was past noon, which is past the time I can work on the car.  Hours of working on bumpsteer basically yielded nothing more than too many or not enough shims is bad. Great, we are now behind schedule and still unsure of how many shims it will take to get us zero toe change for 2” of droop and 2” of bump. If any of you have measured bumpsteer, you realize that is one of the most frustrating things you can do to your car. If you get it wrong, the car could spin under braking because the wheels are turning as the front suspension compresses. This has to be perfect.


Next time we work on the Mustang, Brandon and I will be trying to finish setting the bumpsteer for both sides of the car, adjust the exhaust so it will clear the tires, torque 240 fasteners, install the roll bar padding, and clean it. That is a lot of work to do in just a few hours. Did I mention this what we do for fun?

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Mustang Projects.

Saturday morning was spent finishing the installation of the torque arm on the Mustang, and starting the alignment process. Brandon and I started the morning with a cup of Starbucks and bleeding the rear brakes. We replaced the rubber hose for the rear center brake line with a stainless steel one from StopTech. After the brakes were bled the car was moved to the alignment rack where the car could be lifted by the tires, keeping the suspension loaded. With the sitting at ride height on the lift, we could measure the pinion angle and transmission angle. The torque arm needed all of the included shims to raise the pinion angle to be within one degree of the transmission. We may need more shims if there is any driveshaft vibration, but we won’t know that until we get the car on the highway for testing. With the pinion angle set, we began to torque all of the fasteners for the torque arm. Next up was the alignment process. We started with jack stands and string to set the toe to zero and center the steering wheel. After that was finished, we used the Smart Camber gauge to measure camber and caster. The car is set at 0’ toe, -2.2’ camber, and +3.5’ caster. Next weekend we will begin to set the bumpsteer curves and finish up a couple of loose ends. We still have over 240 fasteners to check the torque on, so there is more work ahead of us.

We also had a special guest at the shop with us this weekend. Dave Kujawski brought his 2007 Mustang GT to the shop to install a new MGW short throw shifter. His brother Paul and Todd Brand were also on hand to help with the install. Pictures from this weekend are on my Facebook page, and will be on the Racetech website shortly.


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Torque Arm installed!

Saturday didn’t start out too well, but got better as the day went on. After doing an oil change, which takes a long time when it is only 45 degrees out and you have 7 quarts of oil to change. We wanted to start the car to use the power steering as we moved it across the shop to finish welding the torque arm. Without power steering it is very hard to turn the wheel. Went to go start the car and, well nothing other than a click. Dead battery, or so we thought. We tried using a jump pack and still nothing. So Bryan got inside to steer and I started to push. It is not easy to push, after pushing the car, I decided I didn’t need to go running later, I got my workout for the day.

I got ready to weld and when I turned the gas on the welder on, the tank pressure was reading zero. I was hoping it was broken because the regulated pressure was reading 20 psi, and that is about where it should be. I was just about done and it was not welding as good, I looked at the gauge and it was down to 5 psi. I was done welding for the day, I did get everything welded that need to get done. We also didn’t have another tank. Later I will just touch up some welds.

After charging the battery, we went to go start it up. Same thing, just a click, and nothing else. After some quick diag. I found a bad ground. More like I never reconnected the main engine ground. After I fixed that, a few cranks and it was running. Wow, it sounds mean, this new exhaust is great! Bryan drove it around the building to make sure things were working good. With the new steering shaft, he said that there was no play in the steering anymore. I can’t wait to drive it.

Next week we will start to align the suspension and set the pinion angle.


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Mustang update.

Bryan and I meet at the shop around 7:30 and started work. We got the new rear springs installed. Not easy, they are so stiff that the car was coming off the ground before we could compress the spring enough to get it in place. We also installed a new front sway bar, it is smaller and should loosen the front of the car for better grip. We went through and checked the torque of a number of bolts to move the car. Next we will start the car and move it to where we can get the 220 Volt Welder to the car and finish welding the Torque Arm. The 110 Volt welder was not strong enough to weld the Torque Arm, and there is only one 220 Volt, 60 Amp plug in the shop.


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