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Old 09-15-2008, 06:04 PM
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Torque arm suspension

I was wondering if anyone had some good info on torque arm suspesions. I need to know how to improve traction and some info on the holy grail decoupling torque arm setup.

Thanks alot.

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Old 09-16-2008, 05:44 AM
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I have a spreadsheet for the instant center location on Page 14 of my site.

http://home.earthlink.net/~whshope
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Old 09-17-2008, 12:55 AM
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Cool. As always you are an awesome resource.

Happen to have any pictures of diffent setups or know where a guy could find some?

I'm really thinking of making a decoupling setup. Doesn't look that hard to actually make, looks like a challenge to build. However with info like you just gave me I should be able to figure out something
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Old 09-17-2008, 11:51 PM
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Have you seen this setup?
http://www.unbalancedengineering.com/Camaro/TA/

I have always wondered how it would work to offset the torque arm to cancel out the drive shaft torque but keep the telescoping link in the center so tire loads are also equal under braking.
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Old 09-18-2008, 01:53 AM
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Yeah actually I have seen that setup. I however don't understand why they went with such a goofy snubber pad on the crossmember, unless they were trying to prevent welding for the customer.

I'm really interested in how they decided to set the length of this torque arm and how the sliding 3rd link works. I mean I get the general idea but specifics are nice to know.
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Old 09-18-2008, 05:58 AM
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UE's design is quite clever, but I wonder if it's a solution for a problem that doesn't exist. In the first place, I wouldn't consider maximum anti-squat to be a design goal. The brake hop, as Triaged mentioned, can be a problem with sports and oval track cars, so they generally stay below 100%. For dragracing, I always recommend 100%, though the front end rise might "remove" some of that and, besides, some like a little "hit," as they call it. So, they might end up with slightly more than 100%. But, again, "maximum" is not a reasonable goal.

As for braking problems with an asymmetric rear suspension, I would point out that these arise only as the rear wheels begin to lock up. And, of course, locking up of the rear wheels under braking is very much to be avoided. The C-Type Jaguar won Le Mans with an asymmetric rear suspension.

I don't esteem the torque arm suspension very highly. If you're "stuck with it," you could be worse off, but, if I were fabricating, I'd much rather fab a 3link.

As for going to the trouble of offsetting a torque arm, I would consider it much easier to simply use a higher rate spring at the right front than at the left front. The same dynamic cancellation of the driveshaft torque effect can be achieved.

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Old 09-18-2008, 10:57 AM
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Quote:
Originally Posted by BillyShope
...I don't esteem the torque arm suspension very highly. If you're "stuck with it," you could be worse off, but, if I were fabricating, I'd much rather fab a 3link....
What is it that you don't like about torque arm suspensions?
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Old 09-18-2008, 11:21 AM
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I'm looking to make a great handling and hard launching street car. Also I am kinda "stuck with it" However I have seen some guys do great things and seen some road racing guys prefer the setup over others... When properly fabbed and adjusted
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Old 09-18-2008, 02:15 PM
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Quote:
Originally Posted by Triaged
What is it that you don't like about torque arm suspensions?
They don't meet my understanding of the KISS principle. Three asymmetrically positioned links, as used in the C-Type Jaguar I mentioned, is the simpler solution to the same problem.

As for telescoping links, you can, of course, have a telescoping fourth link...on the left side...to turn the 3link into a symmetrical 4link during braking.

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