Is there an advantage to widening the front end? How does it affect the handling or turning radius?

That makes sense, while its fun to pitch it in a turn, there are on occasions where if the tank would just make a turn it's better, the trails at the dunes is what will give me grief.

Doesn't this throw the scrub radius out the window?

More leverage on the yolk, more feedback through the yolk?

Why not widen where the J arms attach?

I knew you'd have a good reason!

Ahhh... just hack those fancy tube end bearing thingys off and add a bit (that's Australian) of tube and weld them back in?

Yes
Yes
and because that's a huge job.

I currently have after market ITP rims on the front and everything seems good enough.
You can't get stock offset rims for these machines anymore.
The offset on the ITP's is a lot. So I just thought I would do the same to the stock rims I had.
It's all just a proof of concept anyways.

Coat the inside of the wheel with Flex Seal.

Ha Ha, I just found out here at work that we may be blending and packaging it for them.

If not the Flex Seal then use a boat load of clear silicone.

Rand

Good morning CO, I read through and myself like to tinker in this area. Got any numbers to see what the offset change does those numbers. Going wider in front will help square up as you say. This will have great impact on set up. From shocks to steering geometry. I myself like to have the best of all three. Have you factored in the weight transfer to front in conjunction with wheel traction available for the car to set at what point you can accelerate with out removal or remove to much weight effecting over / under. With the stock shocks I do see this helping much. Most control via throttle and rear traction force adding and removing front traction forces. With the front drum braking forces or weight shift to front control much harder. And again with stock front shocks almost worthless. After all we're talking about Weight distribution and Dynamics. We're changing a static setting effecting the dynamic. By going wider in front you have altered the amount of lateral weight transfer. You being a race car driver would understand more than my self in this area. See why it peaks my interest. Any way back to T, this is what changed for the L W T. Without some kind of low speed compression not sure if one can dial in to be effective. I mention this up because it will impact body roll. And you do not have a- arms to change the static camber and low speed to reduce roll effect. I would think the traction loss due to camber (available force on tire patch) effect would offset the change in T. I see this as slowing you cornor down from set and move Apex further back. Which men break sooner and accelerate later. Basically slowing you down. This will also change your crossover from under to over more radical and require more throttle change and it will get Skippy.
Any way I really look forward to progress and the seat of pants feel and if you can some of the numbers. I really like learning this stuff.
Adnoh

Final thought tire pressure and height with side well stiffness.

Thanks for sharing.