Era Replica Automobiles 427 ROADSTER, Сборка и сервисное обслуживание

Страница: 147 / 165

SECTION H -FINAL OPERATIONS -
147
REAR (ERA)
Camber: - 3 /
4
deg. + /
-
1 /
4
deg.
Toe-in: 0-
1
/
16
" (0- 1 /
4
deg.)
Procedure:

Set the trailing arm lengths as described on page 103.

Set the height as described on page 145.

Use the rear tie rod to bring the toe-in into spec, but
don’t tighten the jam nuts. The threads on the outer
section of the tie rod are right hand, the threads into the
inner rod end are left hand – so turning the adjuster
forward at the top will decrease toe-in. For each
complete turn of the tie rod, toe will change by 0.2” (.75
deg.). Turning the tie-rod
1 /
6
of a turn (one flat on the
adjuster) will change the toe-in by 1 /
32
” ( 1 /
8
deg.).

Measure the camber.

To change the camber, the front rod end must be
disengaged from the inner bracket. Jack the car up to
unload the suspension and remove the inner pivot bolt.
For each ¼ degree of camber change needed, turn the
rod end ½ turn in or out. Re-insert the inner pivot bolt
and tighten to 75 lbft. Change the length of the rear tie
rod the same amount by turning in or out ½ the number
of turns that the rod end was changed by: i.e. you rotated
the rod end by ½ turn, rotate the tie-rod by ¼ turn. Too
much negative camber can also be changed by adding
shims between the inner axle flange and the spacer. A
0.02” shim will change camber by ¼ degrees.
ANTI-SWAY BAR ADJUSTMENT
If you have the ERA outboard-braked rear suspension ,
the effective stiffness of the rear anti-roll bar can be
changed to effect the front/rear balance. Slide the adjuster
(see page 103) toward the front for more understeer/less
oversteer.
DAMPER ADJUSTMENT
SPAX
Spax dampers do not have separate bump and rebound
controls, but a reasonable performance compromise can be
made using common sense and a screwdriver. The
bump/rebound ratio is designed for the ERA 427SC and
only detail changes need be made for optimum handling.
We have found that all dampers adjusted 5 clicks from dead
soft (see below) is reasonable for the street. Damping
adjustment is located near the bottom of each unit at the
slotted pin. Rotate the adjustment counter-clockwise until
you can no longer feel the adjustment "clicks." This is
"dead soft." If you wish to experiment with your own
settings, read the instructions below.
Custom Settings: Initially set all front and rear dampers 2
clockwise clicks from dead soft. Drive the car over uneven
surfaces to determine whether the car bounces over bumps
or wheel control is properly maintained. Increase the
damping until side hopping begins, then decrease the
setting until control is regained. Read the instructions
below for Koni rebound damping adjustments for transition
understeer/oversteer adjustment.
KONI (RACING, EXTERNALLY ADJUSTABLE)
Bump control: The control knob is located at the bottom
of the damper. Turning the wheel clockwise increases the
bump control damping. Set all four dampers on minimum
bump and rebound settings. Drive to get the feel of the car
over uneven surfaces. Observe the behavior over bumps,
disregarding body roll. Notice if the car walks or side-hops
in a rough turn. Increase bump adjustment 3 clicks on all
four dampers.
Drive the car again over uneven surfaces. Increase the
adjustments until the car starts to feel hard over bumps.
Back off the adjustment 2 clicks. The back off point will
probably be reached sooner on one end of the vehicle than
the other. If this occurs, keep increasing the bump
adjustment on the soft end until it, too, feels hard. Then
back it off. Final adjustment can be made after you get
used to the feel of the car.
Rebound control: The adjustment is made by inserting a
pin in the wheel at the top of the damper. Turning the
toothed control wheel from left to right will increase the
rebound damping. With rebound control set on full soft
and the bump control set from your testing, drive the car,
paying attention to how the car rolls when entering a turn.
Increase the rebound damping three sweeps on all four
dampers and test drive the car. Continue increasing the
damper setting until the car enters the turns smoothly, with
no drastic attitude changes, and without leaning
excessively. Any increase beyond this point is unnecessary
and may in fact be detrimental.