Steeda Watt's Linkage
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Joined: September 6, 2006
Posts: 876
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Hey there,
We sell both of them. If it were MY money, at this point I would probably go with the Saleen. The Steeda system in my mind hasnt been proven yet. It looks a lot like the Fays system - which MANY say is sub-standard compared to the Saleen.
Just my $.02
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We sell both of them. If it were MY money, at this point I would probably go with the Saleen. The Steeda system in my mind hasnt been proven yet. It looks a lot like the Fays system - which MANY say is sub-standard compared to the Saleen.
Just my $.02
Page
Cobra R Member
Joined: August 9, 2007
Posts: 1,842
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From: Philadelphia
Hey there,
We sell both of them. If it were MY money, at this point I would probably go with the Saleen. The Steeda system in my mind hasnt been proven yet. It looks a lot like the Fays system - which MANY say is sub-standard compared to the Saleen.
Just my $.02
Page
We sell both of them. If it were MY money, at this point I would probably go with the Saleen. The Steeda system in my mind hasnt been proven yet. It looks a lot like the Fays system - which MANY say is sub-standard compared to the Saleen.
Just my $.02
Page
Cobra Member
Joined: February 14, 2005
Posts: 1,075
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Unfortunately I dont have the time available to address all I have seen, but I would like to address some things.
This is not totally correct. It is true that the roll center moves as the ride height changes. The same thing can be said of the factory front suspension and rear panhard bar. A static roll center is an exception, not the norm. A performance oriented setup will have higher rate springs, shocks, stabilizer bars, etc and is going to have a more limited range of motion for the vast majority of driving so the roll center is not going to change significantly with a chassis mount pivot.
Not true. We could have easily made it a fixed center pivot at the same height as the factory panhard bar and called it a day. Lowering the car an inch would have moved the pivot an inch hence lowering the roll center. Adjustability was intended for tuning not because of some failure in the design.
If you just want to bolt on and go and don't care about set up, sure you dont need to adjust it. Racers know the value of being able to fine tune the suspension set up. Many racers and enthusists push their cars hard and find what the limits/deficiencies are in their set up. Adjustment allows those who want and need that adjustment to have it.
Even the factory Panhard Rod is able to move up and down with the rear suspension raising or lowering the roll center with it. This keeps the roll center in the correct position that Ford intended it to be for its suspension design. Correct position is a relative term here. The best position for the roll center will depend on your overall set up for a given application. For those who care to find what that position is the adjustment is there for you.
There is no issue with our attachment points. They have been thoroughly tested on the track and street with no issues whatsover. Sebring is probably the best proving ground for this with how bumpy it is even in the high speed corners which put tremendous loads on the suspension. If someone still feels doubt in the setup they can go ahead and weld the axle attachment points to the axle.
Gus
This is why both the Steeda and Fays system have to allow for adjustment of the center pivot point.
Not true. We could have easily made it a fixed center pivot at the same height as the factory panhard bar and called it a day. Lowering the car an inch would have moved the pivot an inch hence lowering the roll center. Adjustability was intended for tuning not because of some failure in the design.
The Saleen has a static position for the center pivot point – no need for adjustment.
If you just want to bolt on and go and don't care about set up, sure you dont need to adjust it. Racers know the value of being able to fine tune the suspension set up. Many racers and enthusists push their cars hard and find what the limits/deficiencies are in their set up. Adjustment allows those who want and need that adjustment to have it.
It is in the correct position all the time as it’s able to move up and down with the rear end as it moves up and down.
Even the factory Panhard Rod is able to move up and down with the rear suspension raising or lowering the roll center with it. This keeps the roll center in the correct position that Ford intended it to be for its suspension design. Correct position is a relative term here. The best position for the roll center will depend on your overall set up for a given application. For those who care to find what that position is the adjustment is there for you.
Also have to wonder about the Steeda attachment points
There is no issue with our attachment points. They have been thoroughly tested on the track and street with no issues whatsover. Sebring is probably the best proving ground for this with how bumpy it is even in the high speed corners which put tremendous loads on the suspension. If someone still feels doubt in the setup they can go ahead and weld the axle attachment points to the axle.
Gus
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Joined: September 6, 2006
Posts: 876
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Unfortunately I dont have the time available to address all I have seen, but I would like to address some things.
This is not totally correct. It is true that the roll center moves as the ride height changes. The same thing can be said of the factory front suspension and rear panhard bar. A static roll center is an exception, not the norm. A performance oriented setup will have higher rate springs, shocks, stabilizer bars, etc and is going to have a more limited range of motion for the vast majority of driving so the roll center is not going to change significantly with a chassis mount pivot.
Not true. We could have easily made it a fixed center pivot at the same height as the factory panhard bar and called it a day. Lowering the car an inch would have moved the pivot an inch hence lowering the roll center. Adjustability was intended for tuning not because of some failure in the design.
If you just want to bolt on and go and don't care about set up, sure you dont need to adjust it. Racers know the value of being able to fine tune the suspension set up. Many racers and enthusists push their cars hard and find what the limits/deficiencies are in their set up. Adjustment allows those who want and need that adjustment to have it.
Even the factory Panhard Rod is able to move up and down with the rear suspension raising or lowering the roll center with it. This keeps the roll center in the correct position that Ford intended it to be for its suspension design. Correct position is a relative term here. The best position for the roll center will depend on your overall set up for a given application. For those who care to find what that position is the adjustment is there for you.
There is no issue with our attachment points. They have been thoroughly tested on the track and street with no issues whatsover. Sebring is probably the best proving ground for this with how bumpy it is even in the high speed corners which put tremendous loads on the suspension. If someone still feels doubt in the setup they can go ahead and weld the axle attachment points to the axle.
Gus
This is not totally correct. It is true that the roll center moves as the ride height changes. The same thing can be said of the factory front suspension and rear panhard bar. A static roll center is an exception, not the norm. A performance oriented setup will have higher rate springs, shocks, stabilizer bars, etc and is going to have a more limited range of motion for the vast majority of driving so the roll center is not going to change significantly with a chassis mount pivot.
Not true. We could have easily made it a fixed center pivot at the same height as the factory panhard bar and called it a day. Lowering the car an inch would have moved the pivot an inch hence lowering the roll center. Adjustability was intended for tuning not because of some failure in the design.
If you just want to bolt on and go and don't care about set up, sure you dont need to adjust it. Racers know the value of being able to fine tune the suspension set up. Many racers and enthusists push their cars hard and find what the limits/deficiencies are in their set up. Adjustment allows those who want and need that adjustment to have it.
Even the factory Panhard Rod is able to move up and down with the rear suspension raising or lowering the roll center with it. This keeps the roll center in the correct position that Ford intended it to be for its suspension design. Correct position is a relative term here. The best position for the roll center will depend on your overall set up for a given application. For those who care to find what that position is the adjustment is there for you.
There is no issue with our attachment points. They have been thoroughly tested on the track and street with no issues whatsover. Sebring is probably the best proving ground for this with how bumpy it is even in the high speed corners which put tremendous loads on the suspension. If someone still feels doubt in the setup they can go ahead and weld the axle attachment points to the axle.
Gus
Thanks much Gus for providing input. Its important to hear ALL sides of the issue when making selection of a component this important and at this price level (its not like something you will ever want to just toss in favor of another part).
The way I look at it is - worst case it provides another option for the enthusiast (which is a good thing).
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Joined: July 20, 2008
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We tried the fays and it worked well but it made so much noise because of he rod ends it had to go. We then installed the Saleen on a S281 and it worked so well we then installed it on my GT and a GT 500 as well. handles great and is quiet.
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Joined: September 6, 2006
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If you decide on the Saleen one - keep me in mind. We have the coupe versions in stock and ready to ship (and install if you are local).
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