Hi Patrick have you experienced some tunings with toe loose? I know that with 4wd touring cars is better to have toe gain, but for a FWD it could be a great benefit loosing toe.
It depends a lot on the track, the traction and the motor you use. In Modified I mostly used 1-2mm shims on the ARS, the stock guys mostly between 2-3mm shims. The overall static toe also plays a role. I recommend 3 degrees of toe in as staring setup with a 2mm shim at the ARS. From there you can wirk in all directions!
hello,i know its already 2 years since this video came up,but i just bought mugen mtc2 with active shock (front and rear),my question is,do i really need both front and rear active shock??or just the rear is enough?second question is my active shock is wiggling too much,is this normal?thank you
Hi, yes depending on roll center and ride height, the Shock owers have much play when the car is not standing on its wheels - thats normal! The rear towers have a biogger impact on the car than the front ones but when you are runnign on carpet or on a track with big curbs I wpuld use them both front and rear!
@@patrickbeckrc2113 Engineering doesn't do "call it however you like". Adjustable rear bump steer is what it is. It's interesting because bumb steer is usually something you want to avoid, so creating ways to use it is clever. But it's not active, not at all.
That was a lot of words for not much information. You're not telling us the critical part of the information - if toe gain or loss creates a tighter or looser turning car, and where does it benefit.
These are amazing. Very generous of you sir. Thankyou!!
Great video!!! Thankyou sincerely!
as always very clear and precise, thanks Patrick
Learn something every video. Thanks👌
Great information regarding ARS, Much appreciated. Thank you!
Excellent video thank you Patrick. Really clear how ARS works and how the toe-in change can be adjusted.
what holy stinkin kind of dope a$$ car is that , absolutely stunning
Hi Patrick have you experienced some tunings with toe loose? I know that with 4wd touring cars is better to have toe gain, but for a FWD it could be a great benefit loosing toe.
To be honest - NO! Zero experience.
I have the same car Mugen MTC2 will get to track to test but have you found a shim count you like to achieve say more stable on throttle cornering?
It depends a lot on the track, the traction and the motor you use. In Modified I mostly used 1-2mm shims on the ARS, the stock guys mostly between 2-3mm shims. The overall static toe also plays a role.
I recommend 3 degrees of toe in as staring setup with a 2mm shim at the ARS. From there you can wirk in all directions!
Gold!
Great😊
Would you say you can run less uncompressed toe on the car and play with the shims to get to your desired setting?
You can set the value you like and then play with the shims that is correct
Nice.. I just tested on my car..😂
hello,i know its already 2 years since this video came up,but i just bought mugen mtc2 with active shock (front and rear),my question is,do i really need both front and rear active shock??or just the rear is enough?second question is my active shock is wiggling too much,is this normal?thank you
Hi, yes depending on roll center and ride height, the Shock owers have much play when the car is not standing on its wheels - thats normal!
The rear towers have a biogger impact on the car than the front ones but when you are runnign on carpet or on a track with big curbs I wpuld use them both front and rear!
your replied !!!omg !!!thank you so much for this answer !!i really do appriciate it !!@@patrickbeckrc2113
So it's not active suspension. It's pasive mechanical link.
you can call it however you like. It is not static as it changes the toe value so we call it „active“
@@patrickbeckrc2113 Engineering doesn't do "call it however you like". Adjustable rear bump steer is what it is.
It's interesting because bumb steer is usually something you want to avoid, so creating ways to use it is clever. But it's not active, not at all.
That was a lot of words for not much information. You're not telling us the critical part of the information - if toe gain or loss creates a tighter or looser turning car, and where does it benefit.