sooty
|
| posted on 6/1/15 at 09:07 PM |
|
|
Live axle to Independent suspension
Has anyone attempted converting a Raw Striker from a Live rear axle suspension to a Independent drive suspension.
thanks
|
|
|
|
|
snapper
|
| posted on 7/1/15 at 06:14 AM |
|
|
A hlf way house but still excellent handling is to fit Sierra independant with a DeDion bar
The bar fits with the solid axle mounts already on the car you just have to bolt the diff to the body
I eat to survive
I drink to forget
I breath to pi55 my ex wife off (and now my ex partner)
|
|
|
jeffw
|
| posted on 7/1/15 at 06:22 AM |
|
|
Has someone actually done a De Dion on a Striker chassis?
|
|
|
owelly
|
| posted on 7/1/15 at 07:16 AM |
|
|
I converted my live rear end to a De-dion. Not on a Striker but it just used the trailing arm points of the live set-up with a frame to mount the
diff.
http://www.ppcmag.co.uk
|
|
|
owelly
|
| posted on 7/1/15 at 07:31 AM |
|
|
http://www.ppcmag.co.uk
|
|
|
beaver34
|
| posted on 7/1/15 at 08:54 AM |
|
|
whats the weight of the De-dion compared to an axle setup?
|
|
|
joneh
|
| posted on 7/1/15 at 09:26 AM |
|
|
An empty English Axle isn't very heavy at all, so adding on a De-Dion and disc conversion must weigh quite a fair bit more. Don't have
figures but it's def more!
|
|
|
Alfa145
|
| posted on 7/1/15 at 01:10 PM |
|
|
Seems a pointless change to me, unless you desperately need to use a sierra diff then it becomes slightly more sensible, but if that's the case
you may as well go full IRS for the weight saving.
|
|
|
alfas
|
| posted on 7/1/15 at 02:47 PM |
|
|
my thought was that an IRS is always heavier than a live-axle?
|
|
|
sooty
|
| posted on 7/1/15 at 04:11 PM |
|
|
quote:
Originally posted by joneh
An empty English Axle isn't very heavy at all, so adding on a De-Dion and disc conversion must weigh quite a fair bit more. Don't have
figures but it's def more!
That's my thoughts about weight.
I was thinking more of as suggested using a central diff (all better with LSD) with tubular swing arms similar to the fronts and maybe using FWD hubs
such as MK 3 escorts.
|
|
|
beaver34
|
| posted on 7/1/15 at 06:21 PM |
|
|
Looked good from the fact for people with high power axle cars it would be cheaper to run the sierra diff than build a axle to take that power
|
|
|
jeffw
|
| posted on 7/1/15 at 06:53 PM |
|
|
You would be surprised what an English Axle will take.
|
|
|
beaver34
|
| posted on 7/1/15 at 10:01 PM |
|
|
quote:
Originally posted by jeffw
You would be surprised what an English Axle will take.
More than a sierra unit?
|
|
|
adithorp
|
| posted on 7/1/15 at 10:19 PM |
|
|
quote:
Originally posted by jeffw
You would be surprised what an English Axle will take... with a sacrificial gearbox before it.
Fixed that for you 
"A witty saying proves nothing" Voltaire
http://jpsc.org.uk/forum/
|
|
|
owelly
|
| posted on 7/1/15 at 10:36 PM |
|
|
My car popped two English diffs and then an Atlas which is why I went for a Sierra LSD type diff. I chose the De-dion because it was an easier
conversion for my chassis and imho, the De-dion beam keeps the tyre-contact patch more consistent. I could have made my conversion a lot lighter but
the steel I used was free (it was a steel lamp-post, bits of a neighbours tennis court fence and some scrap off-cuts). The De-dion beam is very light.
The main weight is the diff, shafts, brakes and dampers! As pictured, my set-up weighed-in at 100kg.
[Edited on 7/1/15 by owelly]
http://www.ppcmag.co.uk
|
|
|
alfas
|
| posted on 8/1/15 at 03:05 PM |
|
|
the "problem" with the english diff isnt the power! its the torque!!!
if you have 200BHP but with a revy engine the diff will last... an orignal rover v8 (130-150BHP) will kill it sooner than later!!
|
|
|
sooty
|
| posted on 8/1/15 at 05:04 PM |
|
|
One of my reasons for looking of the change from a Live axle is, when one wheel bumps this also allows the other to do so too by a certain amount and
can cause hopping under power in a corner.
Where as a independent drive setup, this does not occur near as much.
Saying this from experience of my two fwd normal cars, one has independent rear suspension and the other a beam type suspension. One will hop if
hitting a rut/pot hole in a corner and the other nothing as such.
Tried playing with damper settings soft/hard and no difference is seen, only if too hard the inside will lift or if too soft making conditions worse.
Alot maybe due to a lack of a LSD.
|
|
|
alfas
|
| posted on 8/1/15 at 05:33 PM |
|
|
first i would play with the coils...damper setting does not solve problems if the coil-rate is out of spec
than i would install a LSD to the existing diff
who built the car? ever checked the car at a wheel alignment centre?
usually a sylva has a very good live-axle setup...compared to other english-axle kitcars with similar performance you often think sitting in an
IRS-car already.
it seams something generally wrong with your car?
[Edited on 8/1/15 by alfas]
|
|
|
sooty
|
| posted on 8/1/15 at 06:18 PM |
|
|
Yes its been already been setup and corner weighted etc. One damper was renewed on the rear as a failure.
Some say the coils are too soft and others too stiff, yet say the fronts are ok.
All the bushes and ball joints renewed.
Agree a LSD would help, but are like Gold to find.
|
|
|
Rich J
|
| posted on 8/1/15 at 07:12 PM |
|
|
Just to throw in another curveball- maybe the rebound on the dampers isn't effective in keeping the wheel in contact with the surface?
The single adjustables I have on my Striker have 8 eight clicks of adjustment but it was demonstrated to me quite easily how ineffective they became
after just the first three clicks from "soft"
The rebound was so slow that the shock never recovered to it's full length quickly enough before the next bump.
Hence my signing up for the group buy on here for some double adjustables
|
|
|
alfas
|
| posted on 8/1/15 at 07:52 PM |
|
|
what dampers are installed?
re-newing 1 single damper is a no-go
who re-newed the bushes and dampers? you?
what type bushes have been fitted?
whats the spring rate of your coils?
who setup the suspension? and why it was setup to the actual measurements?
what are the measurements for camber, castor and tracking
was the rear axle ( even its not adjustable) measured to? what are the values?
was corner weighing done with the weight of the driver on the seat?
|
|
|
jeffw
|
| posted on 8/1/15 at 08:10 PM |
|
|
quote:
Originally posted by alfas
the "problem" with the english diff isnt the power! its the torque!!!
if you have 200BHP but with a revy engine the diff will last... an orignal rover v8 (130-150BHP) will kill it sooner than later!!
You are probable right....I'm only running 400BHP/300 lb ft through mine. What did a rover V8 kick out?
|
|
|
jeffw
|
| posted on 8/1/15 at 08:11 PM |
|
|
quote:
Originally posted by adithorp
quote:
Originally posted by jeffw
You would be surprised what an English Axle will take... with a sacrificial gearbox before it.
Fixed that for you
Ohhhh how I lol....Happy New Year mate
|
|
|
jeffw
|
| posted on 8/1/15 at 08:14 PM |
|
|
quote:
Originally posted by beaver34
quote:
Originally posted by jeffw
You would be surprised what an English Axle will take.
More than a sierra unit?
No, but more that you would expect.
|
|
|
Sam_68
|
| posted on 8/1/15 at 08:17 PM |
|
|
quote:
Originally posted by adithorp
quote:
Originally posted by jeffw
You would be surprised what an English Axle will take... with a sacrificial gearbox before it.
Fixed that for you
And a pair of fusible links (AKA 'tyres' ) after it.
Your transmission only takes as much torque as the tyres can transmit to the tarmac.
That's quite a lot in Jeff's case, mind you...
|
|
|
