justoneoftheguys wrote:Only one way to tell for sure, Mel, go see it.
I suppose it is possible to mount longer shocks and lengthen the lower diagonal sub-frame members.
The rate of action of a shock will be determined by the angle of that shock.
Grossly simplified, a vertical shock's action will be linear.
Beyond that, as the angle of inclination increases, the action becomes more progressive,
but there will be a certain angle where the shock's action then becomes regressive.
Hence, my statement, ' I haven't done the math', as these reactions can easily be calculated
as a function of shock angle, distance from the shock mounting to the SA pivot, and length of the shock.
The situation of a SWB sub-frame and a LWB SA –
Might very well result in a more responsive road suspension.
Or not.
The consideration of 'longer shocks' would be entirely reasonable.
However, the specific length chosen would need to be studied
in order to determine how it will effect ride height, suspension travel, and rake & trail ...
as well as the very real consideration of allowing the tire enough room to enjoy it's full range of suspension travel
without grinding into the fender.
My suspicion is that if a "stock" length shock was used on this LWB SA & SWB sub-frame example –
rake & trail would be (if slightly) increased, reducing "flickability",
as well as defining a new and limited rear suspension travel.
