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Author Topic: Belly Tank Build Diary  (Read 57330 times)
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Mike Brown
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« Reply #45 on: May 28, 2015, 07:58:57 PM »

I finished up the bracket for the top suspension links on the rear end.  Not wanting to purchase a left hand thread boring bar I purchased a 3/4-16 left hand tap from Jegs.  It was the Allstar Performance brand.  I had to return it.  Even using the tailstock of the lathe to help push the tap and hold it straight it would not cut at all.  I purchased a tap from McMaster Carr and it worked perfectly. 


* Top Links Small.jpg (176.03 KB, 804x534 - viewed 308 times.)
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Rex Schimmer
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« Reply #46 on: May 28, 2015, 11:40:14 PM »

McMaster and Carr!! If they don't have it you don't need it and if they do it is quality (none of that Chinese $hit!) and I get 2 day delivery from their warehouse in LA.

Love em!!

Rex
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Mike Brown
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« Reply #47 on: June 07, 2015, 05:45:49 PM »

A photo of the rear suspension.  This Hotchiss style link suspension does not need a panhard rod due to the triangulation of the links.  In my limited testing there is no binding with an inch of movement up and down.  I think I will use this suspension design for the front also. 


* Rear Suspension from TOP.jpg (92.64 KB, 720x960 - viewed 367 times.)
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John Burk
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« Reply #48 on: June 07, 2015, 06:59:09 PM »

Mike
With satchell linkage the roll center is at the level of the angled links . When they're all angled like yours it has 2 roll centers so the rear suspension is ridged  in the roll axis . Making either the upper or lower links parallel would fix that .
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Jack Gifford
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« Reply #49 on: June 08, 2015, 12:02:41 AM »

... the rear suspension is ridged [sic]  in the roll axis...
Assuming you meant 'rigid': I'm not seeing that. It looks to me that if the rears of the two top bars were moved to be together, there would be zero binding under any situation. And with them as close as they are, and with reasonably-limited suspension movement, there appears to be effectively no binding.
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« Reply #50 on: June 08, 2015, 10:11:29 AM »

Jack
With satchell linkage with the uppers angled the lowers must parallelogram for one wheel to lift . If all are angled none can parallelogram . The suspension can still go up and down but one wheel can't lift independent of the frame . The biggest problem is the stress it puts on the linkage and the twisting force where the axle tubes where they go into the side bells of the QC .
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« Reply #51 on: June 08, 2015, 10:36:04 AM »

red neck solution  solid  shocked
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« Reply #52 on: June 08, 2015, 09:29:55 PM »

Mike it was great talking with you at Wilmington. I enjoy seeing your design work and the way you machined the parts. I'm looking forward to seeing the finished car at Wilmington in the future.
 Ronnieroadster
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Mike Brown
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« Reply #53 on: July 04, 2015, 07:43:30 PM »

I have decided to use rubber as the suspension element.  The folks at Timbren have been very helpful.  Note the difference in compression and rebound on the deflection chart.  The rubber has a definite integral damping affect.

* A00530-65000.pdf (23.23 KB - downloaded 70 times.)
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Mike Brown
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« Reply #54 on: July 04, 2015, 07:55:28 PM »

I had some initial difficulties ordering a steering rack from Unisteer.  The original applications engineer thought the application was "dangerous" and was not all cooperative.  I finally contacted Brandon Kirby 800-338-9080 ext. 249 at Unisteer and was able to make it happen.  They still build a 1.2" per revolution steering rack which is the slowest that I could find.  They have a order form on their website for custom racks.  Fill in the dimensions and send it in.  They can quickly tell you if they are able to build it or if changes are required.  My rack will come complete with 5/8" rod ends for the 1/2" steel steering arms that I am using on the steering knuckles.  I am looking forward to getting the rack on July 20th. 

* Unisteer Custom form.pdf (208.27 KB - downloaded 48 times.)
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Mike Brown
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« Reply #55 on: July 04, 2015, 08:02:36 PM »

The chassis is now a roller.


* Rolling Chassis small.jpg (351.47 KB, 1020x765 - viewed 419 times.)
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manta22
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« Reply #56 on: July 05, 2015, 12:12:50 AM »

I have decided to use rubber as the suspension element.  The folks at Timbren have been very helpful.  Note the difference in compression and rebound on the deflection chart.  The rubber has a definite integral damping affect.

Mike;

That's called "hysteresis"-- the rubber does absorb energy-- that's why it gets hot.

Regards, Neil  Tucson, AZ
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Regards, Neil  Tucson, AZ
Mike Brown
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« Reply #57 on: July 26, 2015, 07:11:23 PM »

I installed rubber springs made by Timbren in Canada.  They are very compact and have worked out well.  Timbren makes the rubber springs in a variety of shapes sizes and durometer.  The upper brackets were machined from 1" thick steel plate.  The upper mounts are threaded 3/4-16 with alloy threaded rod made into adjuster screws.  There is also a an aluminum adjuster that pilots inside the 1-1/4" hole in the rubber spring.  The lower mounts are 1/4" steel disks welded to 1-5/8" OD tubes coped to match each axle.  There is a 1/2-13 stud welded to each lower mount which allows the spring to be secured without squeezing it.  There is a spacer and steel washer inside each spring. 


* Front Rubber Spring small.jpg (173.4 KB, 804x534 - viewed 272 times.)

* Rear Rubber Spring small.jpg (187.97 KB, 804x534 - viewed 284 times.)
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Jack Gifford
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« Reply #58 on: July 27, 2015, 12:24:57 AM »

Looks good. Do the springs have sufficient damping that separate shock absorbers are not needed?

Oops! I now see the rear shocks.
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Mike Brown
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« Reply #59 on: July 27, 2015, 01:06:05 PM »

Jack,

Per the rule book shock absorbers are required however just jumping on the frame it is amazing how much dampening there is in the rubber springs.  The compression rate is highly progressive and with the dampening in the rubber springs I don't think that I will need to run sway bars.  I attached a photo of the individual spring components. 


* Spring Components.JPG (94.43 KB, 640x480 - viewed 158 times.)
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