Don, Who is dave Morgan, and where can i read what you have read from him?
I like how you have played around with the calculations for IC, but as you are raising or lowering the vehicle, how does the anti squat differ? This also has and effect on how the car will respond, and thus making each position very uniwue unto itself.
I just got backf rom work and have to run out for dinner, but i will post again in a few. My frastration becomes with the CG, and how it is arbitrarily placed at the camshaft height. Has anyone else read this elsewhere, or anything otherwise?
Today I realized that I had purchased a copy of 4-link from Performance Trends awhile back. I just never got around to playing with it. I checked my perf trends programs folder and there it sat, so I was right on it. It comes with an example of a GN, so I called it up and started playing with it.
22 inches seems to be the norm CG for a GN. I've seen that suggestion a few times.
I just got done double checking the height on all the attachment points and they were only slightly off. New info below.
As my ride height sits now the IC is 87.8 L, 17.9 H, a/s is 97.1%.
Lowering the rear ride height .20" will give me an IC 77.2 L, 16.2 H, a/s 100.7%.
Lowering the rear ride height .60" will put the IC vertical with CG at 62 L, 13.9" H, a/s 108%.
Lowering the rear ride height 1.40" will give me an IC 44.1 L, 11.2 H, a/s 124.3%. This would be in the Dave Morgan suggested box for a weight of 3140 and an ET target of 8.5 to 9.0 for the 1/4 mile.
I have a fender lip to tire clearance of about 2" to play with. I think the ATR sway bar is putting a bind on the links that causes the bar to hold the car up higher. I'm going to take the sway bar off tomorrow to see if it drops the ride height in the rear a little.