We don't care about body roll and if a camber or toe change is so offensive that we don't want near it, we install larger bump stops to prevent the car from entering it.
You're over-thinking this. It's really simple.
Series8217 wrote:Ooo Oo me me!!
To reduce body roll..
for the purpose of... preventing severe camber changes?
In the 60s, Mark Donahue hypothesized that there was a thing called the friction circle. The theory was that a tire could generate approximately the same G braking as cornering and if using 75% of available traction for braking, there would be 25% left over for cornering and vice versa. Today we can quantify this to the thousandth of a pound in traction force for specific tires in specific directions and combinations, but the theory still holds roughly true.
The amount of lateral load transfer that a car has is based on three things: height of the center of gravity, G and track. The equation is (height X G) / Track This is a fraction of total weight.
The amount of weight transfer longitudinally is (height X G) / length
A fiero's wheelbase is roughly 90 inches. Its track is roughly 60. I've rounded the numbers to simplify the math.
So it looks like that.
If we guess the height of the fiero's CG to be 30 inches off of the ground and say we can generate 1 Gs on sticky summer rubber we get:
1/3 vs 1/2. We need the anti-roll bars to make up extra spring-rate while cornering for the 1/6th of extra weight transfer we are generating laterally to prevent bottoming of the suspension.
This is assuming we're not doing dumb stuff like moving the roll centre up and generating jacking forces.
do not use bars at all, yet still handle quite well.
