brightspark
Member
- Messages
- 41,568
- Location
- yarm stockton on tees
- Thread starter Piero
- Start date
You're taking about thrust and not power reaction there. I can see where there is some misunderstanding i did think that reading back. I still don't agree with the damper thing though.
brightspark
Member
- Messages
- 41,568
- Location
- yarm stockton on tees
you should know by now if u ask a question it either runs of at a tangent or goes to the far end of a fart and where it comes from
instead of just answering your 1st question in a few posts
chevy2
Member
- Messages
- 1,631
- Location
- Herts.
I stayed out of the bunfight,
simply recommended a tube size and where to get the joints, as per the original question...
SmartWerks
pre-moderated
- Messages
- 774
- Location
- chester
you should know by now if u ask a question it either runs of at a tangent or goes to the far end of a fart and where it comes from
But discussion promotes ideas and knowledge?
normspanners
Member
- Messages
- 8,853
I apologize for being dragged into this
BUT HA it is your fault
for saying this :- I did answer the original question in my first post 18 IIRC
PS my last word, is thrust not the reaction to power applied?
PhillipM
Member
- Messages
- 3,081
It's also an order of magnitude less in stiffness than the links, so it's effect is negligable - in fact, if it made as much difference as you say, it would put the joint in shear when it wasn't braking...
PhillipM
Member
- Messages
- 3,081
you should know by now if u ask a question it either runs of at a tangent or goes to the far end of a fart and where it comes from
Well, I didn't answer the original question, because it depends what he's doing with the car, if weight is an issue, and how exactly you build them - personally I'd do them in 1.2mm T45 with EN14 fittings, but suggesting that to someone when I don't know the exact use or construction might not be too good for their health
Hence just the warning to watch what you're doing with threads in shear, especially under a car with road salt and corrosion in the thread roots to worry about.
normspanners
Member
- Messages
- 8,853
Any link to an axle if off centre (of the axle rotation) will resist axle wind up that is why on some vans the rear shockers are mounted off centre on an long arm and one is mounted forward and one rearward that combination will help the leaf spring damp out power induced or brake tramp.
if it were a coilover on the triumph and that coilover mount was 300 mm long that would obviously resist the turning effect of the hub carrier, so ANY amount off centre will aid in resisting turning effect.
The fact, on the standard car, it is only a damper, but that will still help stop the leaf spring (which forms the top link) bending through a forward direction due to braking rotation, so as said the COMBINATION of the coilover position and maybe I should have written BUT instead of AND the top link removes a lot of braking force which would include brake induced axle tramp. Either way, the off center shocker does resist turning effect, it has to, the larger the mounting radius the more the effect.
But not being a solicitor when writing on a FRIENDLY forum I do not scrutinize my every last word.
But in the discussed application the joint in question has negligible shear force on it.
PhillipM
Member
- Messages
- 3,081
Yes, but using a damper offset to reduce axle tramp from the soft bushes or front radius arm, is something with an order of magnitude lower stiffness than that of the link arrangement for retaining suspension geometery, it's effect is that low I don't think it's really worth bothering about as something to reduce shear on the joints, it's just not stiff enough and not far enough from the axis to matter much.
normspanners
Member
- Messages
- 8,853
rough sketch of my understanding
normspanners
Member
- Messages
- 8,853
a leaf spring of that length WILL flex in both directions up and down mainly but also sideways (albeit only small amount but still registrable ) that is why leaf sprung vehicles have watts or panhard rod links to prevent that movement/flex sideways.
Therefore the hub carrier will rotate slightly under heavy braking and act through the shocker.
That is the main reason for replacing the spring with a solid top link.
It also helps to lower the roll center.
