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Re: [GMCnet] Why not fix one ton scrub radius with wheel offset? [message #361948 is a reply to message #361936] Sat, 23 January 2021 09:50 Go to previous messageGo to previous message
Matt Colie is currently offline  Matt Colie   Canada
Messages: 8547
Registered: March 2007
Location: S.E. Michigan
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Senior Member
James Hupy wrote on Fri, 22 January 2021 20:18
The GMC Motorhome is NOT a performance vehicle. It wallows in tight curves, barely stays straight on good roads. It is at least 40 years old, and designed around parts plucked from production lines of various automobiles of the era. Nothing state of the art about the suspension and drive train.
It does a fair job of point to point transportation of a heavy vehicle that has a great deal of its weight centered above the tops of the tires.
A race car, it definitely is NOT! If you do not expect sports car handling, and maintain the drive train/suspension parts well, it is safe enough to drive in traffic if you don't follow too closely and drive "eyes way down the road ahead", you won't get in too much trouble.
There are upgrades that improve braking quite a bit, and that is one huge reason for the 1-ton conversion. That and much stronger lower control arms and front wheel bearings as well as upper and lower ball joints. Handling? Very subjective at best. It still is a top heavy front wheel drive vehicle. Not much will ever change those facts.
Do I love them? Yep! But, don't put lipstick on them. Underneath, they are still a very good looking pig.(grin)
Jim Hupy
Salem, Oregon
Jim,

If I did not know better, I would believe that our two coaches are no relation.

Chaumière is older and about one ton lighter (and three feet shorter), but until the recent crash (I will get it back as soon as I can) she would stay straight on a straight flat road (these are very rare in Michigan and getting rarer). My limit to exit cornering was keeping the things on the shelves on said shelves and not a vehicle handling situation. It has been my pleasure to watch the PITA tailgating pickup be forced to fall back in an during an exit loop.

In vehicle front end design, the camber should stay close during the anticipated body roll experienced in cornering. If one worked in that corner of the industry and/or drove race cars, when experienced it is well known alert that the driver should learn he cannot ignore. As it is a harbinger of bad things to come, it is unsettling to those of us that know this steering wheel reaction. It is not (despite the common remarks here) a result of the control arms not being parallel, because in the best handling vehicles those arms do not stay parallel under all conditions. As the friends at an OE (then American Motors) that had a computer program (at that time, it had to be a big expensive computer) to emulate this activity in about 1975 found out, the four bar linkage that is the front end of most cars and can make or break the handling. I don't know if you remember the late 70's AMC Eagle Wagon. They had it right and they were just an amazing vehicle to put into a corner. This was only true of the 4WD wagon as the other retained the original design.

Anyone with first hand experience will refuse to concede the knuckle bearing issue. As Dave Lenzi has so clearly established, it isn't the bearing that is the issue, but it is a single manufacturing shortcut that is the real issue here. If one mounts the bearing in accordance with the best practices, the life is them long enough to now be an unknown factor.

One will have to concede the lower control arm issue in the early coaches. Even reinforced per the GMC directive, they still had issues. Fortunately, those most often fail at low speeds in hard cornering situations. Even at low speeds, this can to severe damage to the coach.

Matt


Matt & Mary Colie - Chaumière -'73 Glacier 23 - Members GMCMI, GMCGL, GMCES
Electronically Controlled Quiet Engine Cooling Fan with OE Rear Drum Brakes with Applied Control Arms
SE Michigan - Near DTW - Twixt A2 and Detroit
 
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