some progress on double a arm IRS
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Race Director
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I just weighed the lower arms again, they're 6.3# the uppers are 4.7# will have to weigh the upright later this week. The calipers and rotors have to be added to the total though. Here's one of the uppers, the curve is in there for coil over clearance.
Team Owner
Joined: Jul 1999
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From: Orange Park Florida
Originally Posted by Twin_Turbo
what tuner shops? There are no tuners shops here that I'm aware of? We only have junk cars here LOL All the neat hotrodding is done on your side of the big wet (unfortunately)
You saying there are no Porsche/MB/BMW shops?? you gotta be kidding....just dealerships??
no one like Lingy's operation??
I can see no one doing that to C3 vettes on your side, but all the rest of that iron there HAS to attract some shops doing all sorts of work....
gotta be....
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If it works as designed then yes. My previous 5 bar setup had the toe problem corrected also by properly placing the toe control rod. This is just like a front suspension with a fixed knuckle, toe is set and it stays there through the entire suspenion travel.
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It's for the street and for racing if I can get some track time down here. Apart from them test days on Oschersleben it'll be tough to be able to run it on a track. Motorsports are not as widespread here as it is over there. we have 1 crummy drag strip and not a great one at that and 2 large circuits, Zandvoort and Assen (TT) and both are not open to the public. The small winding roads and the autobahn..that's where it's destined to see most of the action.
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From: St. Louis MO
the c5 stock upper weighs 3.5 lbs, the upright without the bearing weighs 5.5 lbs. I haven't tracked down a lower a arm yet.
as for the cv connection on the inside. If you have a drive flange made similar to tom's diff's inner drive flange axels, you can switch out the inner cv of the c5 stuff with a cv that has a similar drive flange like that on the old eldorado/tornado th425 transmissions. The stub axel can be made by any competant axel shop, preferablly mark williams for pretty cheap and they can even make you the correct length shaft for the cv axel.
Well that's my plan anyway.
My other option is to have a custom diff carrier that will hold either a dana 44 or maybe a full 12 bolt ring and pinion, use a side loader style case for the ring gear and make up a totally new subframe for everything to connect to. But right now I'm working on fuel injection and new heads, so this is just in the part collection phase to see what will work and what won't.
as for the cv connection on the inside. If you have a drive flange made similar to tom's diff's inner drive flange axels, you can switch out the inner cv of the c5 stuff with a cv that has a similar drive flange like that on the old eldorado/tornado th425 transmissions. The stub axel can be made by any competant axel shop, preferablly mark williams for pretty cheap and they can even make you the correct length shaft for the cv axel.
Well that's my plan anyway.
My other option is to have a custom diff carrier that will hold either a dana 44 or maybe a full 12 bolt ring and pinion, use a side loader style case for the ring gear and make up a totally new subframe for everything to connect to. But right now I'm working on fuel injection and new heads, so this is just in the part collection phase to see what will work and what won't.
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All that special order stuff is going to cost big bucks and will take months to get here. I had been looking for a quick change, they come with axles set up for CV joints but that stuff is waaay too expensive. The custom mount wouldn't have been a problem, I'm already half way there with the structure in the center of the frame there. I'll stick to this, it's KISS and I can actually get the parts for it. If I were on your side of the pond I'd probably do the C5 setup. I can't get used c5 stuff here, the c4 dana 44 took me over 2 years to get a hold of.
Melting Slicks
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St. Jude Donor '03,'11
Originally Posted by Twin_Turbo
It's for the street and for racing if I can get some track time down here. Apart from them test days on Oschersleben it'll be tough to be able to run it on a track. Motorsports are not as widespread here as it is over there. we have 1 crummy drag strip and not a great one at that and 2 large circuits, Zandvoort and Assen (TT) and both are not open to the public. The small winding roads and the autobahn..that's where it's destined to see most of the action.
Where is "The Ring". I thought it was in Germany so it can't be that far from you.
Germans and Dutch not into motorsports? Come on. Give me a break.
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Originally Posted by turtlevette
I don't want to hear any whineing. I drive 10 hours to get to Mosport. The autobahn is certainly a fast drive but i just don't think you will get a good test of the handling characteristics of that car on a highway of any type. Actually i'm certain of it.
Where is "The Ring". I thought it was in Germany so it can't be that far from you.
Germans and Dutch not into motorsports? Come on. Give me a break.
Where is "The Ring". I thought it was in Germany so it can't be that far from you.
Germans and Dutch not into motorsports? Come on. Give me a break.
The hockenheim ring is a good couple of hours driving and not open to the publick, same for the sachsenring, nurburgring, eurospeedway and most others. Only Oschersleben has a track day that I'm aware of. No tracks here are open to the public. People here are into watching racing on tv but not participating in it themselves..I've tried to explain that multiple times now. There's a reason why there's only 1 crummy drag strip in theis country..and only a handful in germany. The majority of private motorsports here takes place in go karting, motor crossing, dirt track racing (not the same as over there..it's racing with sorts of dune buddies) and demo derbies. For something else you need a big wad of cash.
Last edited by Twin_Turbo; Jul 20, 2006 at 12:59 PM.
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Originally Posted by shafrs3
Impressive as alway. How do you determine tubing size and wall thickness for the given application?
THe threaded inserts are available for certain inner diameter tubes, you select the rod end size you want, that gives you the threaded insert size and from that you pick DOM tubing with the appropriate inner diameter. Tubing and the inserts are only available in certain sizes, wall thickness depends on the material you use and what you want