Classic Roadsters - Ind. rear?

[Ken Greene]

Correction....
it was CSC Racing Products that worked with johnex on thier suspesion and chassis.

[Back in Black]

The Ford 9 inch center is the way to go in my opinion...much stronger and here is THE company to get the setup from:

http://www.cwiinc.com/

[Bob Putnam]

DV,

It may be that Vettes break U joints, but the Jag one is bigger and stronger - Series 1410 Spicer. In fact, I was quite surprised at the GM's small size. I think that the Corvette uses Series 1350. Wimpy.

[Excaliber]

240Z snapped a u-joint at the track the other day, nothing hurt but his pride as it turned out. How does the Bird u-joint rate I wonder?

Ernie

[Double Venom]

Bob,
AMEN, all our independants come with the 1410 as standard.
BIB, It aint the center section that creates the problem!

DV...still at the drawing board.

[Gatorac]

How does the Bird u-joint rate I wonder?

The T-bird uses CV joints. I haven't heard of any F5 owner breaking the T-bird IRS yet. There was a problem with some aluminum rod ends. They have been replaced with steel. One thing to consider in the horsepower equation is the light weight of the Cobra and lack of traction.

[Ken Greene]

ok I've searched the internet wolrd over in search of four link IRS love and found none. unless i want to hack apart a porche os a BMW or a prowler. is there no one that makes an "off the shelf" four link there sure is plenty that arn't for link systems

[Mr.Fixit]

SPF uses an 8.8 center from a thunderbird, shortens the thunderbired axles, makes their own uprights and upper and lower control arms. The only thing that breaks on those is the CV joint. Which doesn't usually break, the bootie tears, a bunch of gravel gets into it, then they get chunky. If it did break, due to the CV design, the axle would not be able to flop around and cause havoc, it would just spin in the CV cup. Haven't seen their center section break, other than trashed posi diff clutches that get worn out.
On the other end of the independant spectrum, Johnspeed (now called backdraft, with some changes perhaps) has a BMW swing arm rear. The camber changes radically as the suspension moves up and down, just like an old voltswagon.

[Tony Ripepi]

Hi Ed,

How does the rear end in the FFR Coupe stand in this discussion?
I know we are using the Ford T-Bird third member but what other compenents are there and how do you see the performance as I go forward in time ?

Tony R.

[Double Venom]

Tony,
About as strong as a single whishbone set up can get

Can't see you dropping a 4.11 gear with 16" wide and 26 " tall slicks on that thing! But, then again....

DV...Cp. parts everywhere!

[Aussie Mike]

Double wishbone is the only way to go. Most double wishbone set ups are much easier to tune for camber and toe in. Another advantage I see is that you can employ unequal length and or non parallel arms to produce better suspension geometry. Also the peace of mind that if I pop an axle It won't do as much dammage.

The rear end in my car is made by BTR engineering. They supply the rear ends for both the Ford Falcon and the Holden (GM) Commodore. It uses a Borg Warner center and is a tough unit. You can buy a complete brand new rear end from Ford for about $6000 Aussie ($US3200).






Cheers

[mr bruce]

Murph, your suspension(very stout ,i must say) closely resembles what is in the US Mustang Cobra. At first glance , it looked to me as to only having the single upper strut,like a T-Bird, but on further review, one can see it is A-arm holding things in place. Many of us "Dunnys' are confused by the various designs here in the states. The Cobra Mustang rears are in the $7-1000 range here. The only problem is the width, every one wants the deep back space wheels for the "look". Once you start altering the length of the control arms, the geometry goes out the window.

[Double Venom]

Murph,
That is one very nice looking unit!

MR. BRUCE...isn't it time you moved to London, Ohio ?

DV... Good things are coming!

[Aussie Mike]

Thanks Ed, Can't wait to drive it.

I'm looking at changing the diff ratio to 3.9 and using a Lock Rite center (The choice is limited for Borg Warner lockers). What's a Cobra like to drive on the street with a locker diff?

Mr Bruce,

I'll have to have a crawl under a Mustang Cobra at the dealer for a look.

I agree on the deep dish wheels, thats the most popular look here too. 15" wheels realy need that deep dish but personally I like the look of 17" wheels with a shallower offset.

BTW You don't hear the name Dunny applied to Americans much these days, Seppo is more common. The name "Seppo" is an abbreviation of "Septic tank" which is rhyming slang for "Yank" short for "Yankey" or "American" I would guess the name "Dunny" is used since it's the slang word for an Out House and would often be plumbed into a septic tank. Don't take any offence at it, it's an Aussie cultural thing. The general rule of thumb is the more insulting the name the more we like you.

Cheers

[BT SNAKE]

Mr. Bruce, I like the way you think !
Stick that Vette rear in there . I have put Vette rears in just
about every car I have built. You can't argue with 40 yr old
Technology. If it's good enough for GM engineers it's good
enough for me. My Cobra has an 88 Vette front and rear. I
can tell you it is way better than a live axle. I feel a definite
difference in the two. My vote is for the vette rear. You can leave on the fiber spring or put on a set of coil overs with little or no modifications. Adjusting ride height is a no brainer. Another
bomus is all the aluminium componants. litterally the whole
rear end is aluminium.

Hersh

[Excaliber]

Aussie mike....after explaining the "name thing" it's enough to make a guy wonder if the Gasholes originated down under....



Ernie

[mr bruce]

Murph, most 'Mericans think you guys all are Mick Dundees. And to top it off ,they think Fosters is the national beer! Hersh, You know I'm with you on the 'Vette stuff. The new C-5 parts are even better, but the tread widths are sooooo darn wide. Lower control arms are in the 17" range, keeps the tires nice and flat in the turns. Front spindles are the same as the rears, an enterprizing fellow could come up with an all wheel drive car real easy.

[BT SNAKE]

You know Bruce, it's not that hard to narrow a new C5 rear. The
cost to do it will still be cheaper than some of these exotic jobs
in the 5K or better range. Once that punkin' is mounted it's pretty
easy from there. I know for sure the next project I build will have
the new Vette rear. My wife has been bugging me for 5 yrs now for a 41 Willys Coupe. I ain't never seen one with
a Vette rear and that's what it will be if I build it.

Hersh