The engine is on an engine mount, which is mounted directly to the frame rails. Therefore, the engine DOES follow any tilt/rake of the frame. The brake caliper can be shimmed to adjust for any rake or lead change.
not directed specifically as an answer to regsfan4, just happened to pick your reply to throw in my 2 cents. ...
Or have the engine and the brake caliper mounted on it's own two chassis rails, bearing connected to the axle. Then extending forward or rearward, depending on how you want to dispense rotational effort from the engine, to engage the frame. Normally rotational effort is directed toward the heaviest point, the driver, creating a lifting effort at the heaviest point. But there could be times when you may want to direct the effort downward behind the axle, or split the effort up maybe first downward behind the axle, then on towards normal upward effort. What you do would depend on available hp and available grip.
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yep directed directly to throwing in thoughts on FULLOFQUESTIONS, question. ...
FULLOFQUESTIONS: I like to write and think about "what if" stuff too and I'll take a chance throwing in my bs and thoughts on it. It's fun for me but just that, only thoughts right now on it right or wrong.
If I read your question correctly cranking the axle up above the chassis rail, would mean you lowered the LR(left rear) corner, way the heck down as far as you could drop it down. The end result would be the left end of the axle was up high, with the chassis way down below it.
And then you were able to get your numbers back to where you had the same 63% cross you had to start with.
Figuring that's it and even if it's not, that's how I'm thinking of it while I write.
The first thing which comes to my mind is when you raised the axle up or in my words dropped the LR corner of the chassis down, you jumped weight down in a sort of hole, at the LR corner. When your on the track your chassis has to be able to operate. Your chassis operating is more then just how the steering parts move when you turn the wheel. The operation of your chassis includes all the weight which when your accelerating tries to go to the rear, when your braking tries to go forward and when your turning tries to go to the outside right. The first thing you did was to drop a bunch of weight down farther into a hole at the LR corner. I hope the next question you now have is "what hole?".
Here's the hole you and everyone else has to deal with setting up your kart or your car, if you race or ever race cars. There's a mythical hunk of weight on your kart you can't see, but you can calculate where it is, even if you can't see it. It's called your COG(center of gravity). The COG is connected to your chassis by everything included in your chassis, even connected through you the driver. How your chassis operates is determined by how the COG is connected to the chassis and where it is located. For now lets just say it's at the center of the drivers chest. You included 63% cross in your question, well, there are actually two crosses. The one your used in your question is the one between the RF(right front) and the LR(left rear). The other cross is the one between the LF(left front) and the RR(right rear). When you dropped the chassis down at the LR corner, it dropped down rotating down on the cross or a line between the LF and the RR. Since the RF is also connected to the chassis, when the LR went down pivoting down on the line between the LF and the RR, the RF went up. The RF didn't go up exactly the same as the LR went down, because how far apart the LF and RR are changes it. Think about both crosses, the one between the LF and RR, and the one between the RF ad the LR. Think about where they cross each other. If you do you will see they don't cross each other exactly in the middle of each line. That's why what you do at the LR is not exactly reflected by something at the RF. Some of what you do at the LR shifts a little towards either the LF or the RR, depending on where the two crosses intersect. The same thing happens out on the track when you make a change. What you do at one corner does not usually work the same at the opposite end.
Anyway when you dropped down the LR corner, you dumped some weight of the kart down into the hole at the LR corner. And you pivoted down at the LR corner, lifting up at the RF corner. Since the COG is connected to the kart, the COG also moved towards the LR corner because it also got pivoted down towards the hole in the LR corner.
Ok it's time to talk about where the line between the LF and the RR is located. Your LF spindle which your tire is mounted to is attached or welded to the king pin. One end of the line is where your spindle is mounted to the kingpin. the other end of the line is where the right end of your axle is connected to your rim, you can think of the right end of the line between your LF and your RR, ending at your RR hub. So the pivot line for your LF/RR cross goes from where your spindle is mounted to your kingpin, to your RR hub. If you think about the line it's up off the ground. Back the the hole at the LR. For the COG of your chassis to work and get weight out of the hole at the LR, it has to work around that other cross line. If you drop weight down into the hole below the line, it really hard to make it move, because you first have to lift it up as high as the line is, before it gets easy to move over to the right. If you ever hear about someone not being able to get off of the RR, that's the why of it. They just can get enough weight up out of the hole at the LR.
OK after all that to think about, your question also said you reset your cross back to 63% after dropping the LR corner way down and after dumping a lot of weight into the hole. I can't go on with my thoughts unless I know how you reset your cross or were thinking of resetting your cross. If you moved weight out of the hole by moving the seat up and towards the RF, that's one thing. But maybe you reset your cross by pushing the RF tire down, that another thing. If you pushed the RF tire down to reset cross, your pushing the weight in the hole down harder too. One way of changing cross will make your kart act differently out on the track then the other, because of how it also effects the weight you dumped into the hole when you made your adjustment.
If you read this far, thanks for reading but it is all just IMHO and ain't necessairly right anyway. ...
