Ridetech kit vs Hotchkis tvs

[79-TA]

just replying to your statement..not ambiguous...just my interpretation.

I have experience with with many companies (as you well know) I wasn't bashing or negative about any of them the OP asked ridetech kit vs Hotchkis tvs, and I gave him my evaluation, between the two its ridetech (with Hotchkis subframe connectors and Global West sub frame bushings) I have won titles on both Hotchkis and RideTech, I have used Global west arms and leafs, DSE arms and leafs, CPP arms, Hotchkis Arms and leafs, as intended by the builders and in different combos, you say both kits are using stock suspension mounting points and there is only so much that can be done. yes and no...were the arm mounts is the same the amount of caster we add is greater and that is split between the upper and lower arm to keep the wheel centered then we angled the ball joints for the exact ride height that happens with our coil-over and the predetermined preload on that coil-over next we use a tall spindle and that changes the pivot angle of the arm and its camber curve....and even with the bolts holding the arms are in the same place as factory the tall spindle moves the mounting point, just plot it on a suspension analyzer you will see the roll center drops....ok with that tall spindle if you add our tru-turn with the steering arms we use and the inner tie rod location of the new drag-link brace we have also speed up steering and changed the ackerman to assist steering

and on my own car my mounting points and anti-dive are changed from factory

Ambiguous yes. What you were doubting was not clear. If I wanted to be facetious, I could assume your first post was doubting anything good I said about Ridetech (which there is a lot of.)

I'm very familiar with double a arm suspension geometry and familiar with the design of suspension parts for various muscle cars. None of that's lost on me. Excuse me if I'm cynical and don't buy that cars switching from current Hotchkis parts to current Ridetech parts are miraculously and radically transformed. Tru Turn in the case of the 1st gen Camaro is your best bet and getting a big difference in results. By all means continue to be (rightfully) enthusiastic about Ridetech, but this thread was taking an unreasonable turn. For instance, dippedinsauce just bashes Hotchkis whenever he gets the chance.

Yes, additional caster split between upper and lower arms with the ball joint angles relieved. I'm not trying to marginalize Ridetech for doing a good job here, but that's not a huge deal. There are certainly companies that skip over these design features. Since this is about Hotchkis vs Ridetech, I'm not sure that's an advantage to note.



I originally pointed out that the spring determines what part of the suspension travel range is used.

The spring length and stiffness determines the lower arm angle in this case. The knuckle cannot change the lower arm angle. I know they were chosen to work together. To rephrase and correct what you said, the lowering steering knuckle or "spindle" allows Ridetech to use a spring that keeps the lower arm at a flatter angle relative to the ground that minimizes scrub and uses a different part of the camber gain curve (than a car lowered with springs) and doesn't overly lower the roll center. (To illustrate that the knuckle does not affect lower arm angle, change the Ridetech steering knuckle for a stock one and you'll have raised the car while using the same lower arm angle and part of the suspension travel range.)

I very much appreciate that Ridetech lowers the car primarily with the knuckle while providing an appropriate stiffer spring.


I was unaware that ackerman was changed significantly. That's a nice consideration by Ridetech. Since you say it assists steering, I'm assuming it's focused on auto-cross where pro-touring cars spend most of their time. That is, open road racing generally uses more negative or "anti-ackerman." There is no single right or universally better answer for suspension setup unless a dedicated purpose and goal are defined. The wide range of uses for pro-touring cars is what makes it complicated and fun.