BMR Suspension TAS003 - Manual (Page 9)

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3. Driveline angle. Driveline angle should not have changed however, for long u-joint life
and a quieter driveline it is important to make sure. If the angle is more than 2-3 degrees,
refer to the BMR torque arm instructions for the proper adjustment procedure.
4. Shock settings. An entire book could be written on this subject but we will just touch on
the basics. Your QA1 shocks have adjustments for both compression and rebound. It is
important to understand that a shocks job is to control the motions of the spring. For
optimal control, you never want the spring to collapse or extend too fast. Determining
those settings will be different for everybody since vehicle corner weights, desired ride
quality, driving behavior, etc. play a role in finding what is optimal for that individual. It
is generally best to start with softer settings and work your way up. The idea is to keep
the tire firmly planted to the asphalt. Too much of either adjustment will not only create
a harsh ride but will force the tires to bounce and lose traction during aggressive driving.
The following recommendations are very basic and intended for street driving. Begin
with the compression settings at full soft and the rebound settings two clicks from zero.
Drive the car over varying road conditions and work your way up to a setting that feels
firm yet still comfortable without excessive bounce over road irregularities. Once the
rebound is set, begin adjusting the compression until ride quality begins to suffer then
back a click. These settings should provide good all-around handling and ride quality,
further adjustment may be necessary for very aggressive driving habits such as road
course and autocross racing.
5. Roll Center (Watts Link Height). Roll center (RC) works in conjunction with the
vehicles center-of-gravity (CG) height. Front RC also plays a role in determining an
optimal rear RC since too much variance between the two can result in unpredictable and
sudden body roll. Since both of these factors vary from car-to-car, finding the ideal
setting will be different for everyone. The difference between the RC and the CG height
determines the amount of weight shift (body roll) when cornering. The center hole on the
Watts Link mount is a good place to start since it relates to the exact center of the axle. If
the vehicle has been lowered excessively, it may be beneficial to begin in one of the
lower mounting holes. Find a place for testing where you can aggressively drive around
a corner consistently. Try a few settings up and down and choose the one that produces
the least amount of body roll. NOTE: remember to relocate the outer Watts link bars
whenever you change the Watts Link pivot location. These bars should always be as
parallel as possible to minimize the chance for binding in the mount.
6. Alignment. Once all the above settings have been decided, the vehicle should have a 4-
wheel alignment. This will insure that the rear end is square in the chassis.
If additional help is necessary with the installation or setup of this kit, please call BMR
Fabrication at 813-986-9302 or email [email protected].
WWW.BMRFABRICATION.COM
This product is an aftermarket accessory and not designed by the vehicles manufacturer for use on this vehicle. As such, buyer
assumes all risk of any damage caused to vehicle/person during installation or use of this product.