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The Terminator
Suspension Modifications
Panhard bar improvement to a solid axle setup?
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<blockquote data-quote="Dingleweed" data-source="post: 3080324" data-attributes="member: 31218"><p>So my goals with this investigation are to make my solid axle rear suspension handle just as well, if not better, than an IRS setup. From what I understand, the “sloppiness” of the solid axle suspension is due to the lateral movement of the axle with respect to the body during extreme cornering. The movement can be attributed to a combination of the flex of the control arm bushings and the flexing of the control arms themselves, with the majority of the movement due to the flexing of the bushings. On the Maximum Motorsports’ web page which describes the functionality and the advantages of their panhard bar, they state that they measured a lateral movement of up to 2” with a stock suspension. Now it is not clear if that is 2” from the neutral position to one side, or 2” from an extreme left turn to an extreme right turn… For now, I’ll assume the best case scenario of 2” of total movement which puts the deflection at 1” from the neutral position.</p><p></p><p>One piece of information that I am lacking is the total amount of vertical wheel travel for a stock solid axle setup. I will just guesstimate a total travel of 10” equally dividend between compression and extension. Is this realistic?</p><p></p><p>Using the length of the panhard bar of 38”, and assuming that the bar is horizontal with the ground in a neutral stance (as it should be installed) then the lateral movement of the axle would only be 0.32” towards the passenger side for both full compression and full extension of the springs. This lateral movement is due to the arcing nature of the bar. This would limit the total movement of the axle from an extreme right to an extreme left turn with full compression of the suspension (say a BIG bump) in that turn to only 0.32”. If the compression of the springs is less (say 3” for a nice flat and smooth turning surface) the sideways movement of the axle will be only 0.11”. This seems pretty good compared to what Maximum Motorsports measured of up to 2” of travel. Which brings me to a question that Shelbyguy’s comment brought to my head: if the lateral movement of the axle is pretty much eliminated, will there still be any binding of the upper control arms? Or am I missing something? (such as the change in the body roll axis due to the panhard bar, etc.)</p><p></p><p>Any thoughts?</p></blockquote><p></p>
[QUOTE="Dingleweed, post: 3080324, member: 31218"] So my goals with this investigation are to make my solid axle rear suspension handle just as well, if not better, than an IRS setup. From what I understand, the “sloppiness” of the solid axle suspension is due to the lateral movement of the axle with respect to the body during extreme cornering. The movement can be attributed to a combination of the flex of the control arm bushings and the flexing of the control arms themselves, with the majority of the movement due to the flexing of the bushings. On the Maximum Motorsports’ web page which describes the functionality and the advantages of their panhard bar, they state that they measured a lateral movement of up to 2” with a stock suspension. Now it is not clear if that is 2” from the neutral position to one side, or 2” from an extreme left turn to an extreme right turn… For now, I’ll assume the best case scenario of 2” of total movement which puts the deflection at 1” from the neutral position. One piece of information that I am lacking is the total amount of vertical wheel travel for a stock solid axle setup. I will just guesstimate a total travel of 10” equally dividend between compression and extension. Is this realistic? Using the length of the panhard bar of 38”, and assuming that the bar is horizontal with the ground in a neutral stance (as it should be installed) then the lateral movement of the axle would only be 0.32” towards the passenger side for both full compression and full extension of the springs. This lateral movement is due to the arcing nature of the bar. This would limit the total movement of the axle from an extreme right to an extreme left turn with full compression of the suspension (say a BIG bump) in that turn to only 0.32”. If the compression of the springs is less (say 3” for a nice flat and smooth turning surface) the sideways movement of the axle will be only 0.11”. This seems pretty good compared to what Maximum Motorsports measured of up to 2” of travel. Which brings me to a question that Shelbyguy’s comment brought to my head: if the lateral movement of the axle is pretty much eliminated, will there still be any binding of the upper control arms? Or am I missing something? (such as the change in the body roll axis due to the panhard bar, etc.) Any thoughts? [/QUOTE]
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Panhard bar improvement to a solid axle setup?
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