I decided to start researching how to improve the front steering geometry while retaining four lug. There are tons of great wheels out there that are 4 lug and the cars that run them still deserve steering geometry benefits too.
I recently read that the SVO spindle was actually sourced from the Lincoln Continental parts bin. The A arms are a one-off for the SVO and combined to show some great improvements, etc.
The SVO rotor on the 87-93 spindle yields 5 lug stock trackwidth so it stands to reason the 87-93 rotor is valid for 4 lug on the lincoln/SVO spindle.
All of the details on this is great historical stuff..... but let's consider what can be done from a practical perspective to improve our 4eyed 4 lug cars without going broke buying exotic kits, etc.
We go through big modifications and swap to 5 lug for a list of reasons
R1 more wheel options
R2 better larger more modern brake options
R3 improved ackerman
R4 availability of long balljoints to correct the roll center without impacting bump travel
R5 track width changes help improve both bump geometry and tire clearance
R6 wheelbase changes to improve front/rear balance
Wheel options -- a moot point if we are keeping our wheels and staying 4 lug
So.... better brakes is always better.. large is relative and with some of the older 15" wheel designs the 11" rotors used in the 87-93 cars is about the limit. Any bigger is not going to work. More modern ..... sure - calipers and rotors are available today for the 87-93 setup.
Ackerman - the improvement found with the SVO/continental spindle is reportedly nearly as night and day as our stock setup vs SN95
balljoint things have to be addressed to make it fit. No big deal. longer balljoints? Not sure. Worth looking into
[edit - standard low friction 94-04 balljoint can be used along with adapters - http://www.maximummotorsports.com/SV...pair-P444.aspx Rumor is they do, but it is unclear if they will fit with an X2 balljoint. Offset rack bushings or a bumpsteer kit may be desireable if going to X2 in order to keep bumpsteer in check while dropping the frontend by raising the spindle up away from the control arm.
Track width differences on the SVO - afaik - are caused by A arm length and K member differences (not depth of the rotor hat like it was on the 93 cobra). Having had to fight to get -2 degrees of camber out of SN95 spindles with X2's on an 86, k member width and A arm length are things worth considering.
In a quest for front/rear balance, some people go to a different A arm and K member for wheelbase reasons as well.
For my use case with street cars:
R1 - don't care
R2 - moderate consideration
R3 - big consideration
R4 - big consideration, very desirable
R5 - don't want any change
R6 - no change desired. I should add I am hugely opposed to coilovers after having a strut tower fail in the mid-90's. Spring pockets and springs are preferred by me on the street
I look forward to the discussions on this. The output may end up on my son's 86 and also on my Saleen.
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