So, is this the swedged tubes you used? http://www.allstarperformance.com/sp...s/pdf/1711.pdf
And since you used 5/8 threaded ones, they are short?
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So, is this the swedged tubes you used? http://www.allstarperformance.com/sp...s/pdf/1711.pdf
And since you used 5/8 threaded ones, they are short?
Seth---------you are mis reading the issue ---------its not about the threads of a heim joint against the threads of a tie rod end----------its about the threaded tube they are screwed into-------the weak/failure prone location is the next empty thread in the tube-basicly you go from a solid combo to a tube that has threads cut to a bigger(5/8 in this case) hole id and at the point/length its at in these pics will fracture/break much more easily than if it was close to the end.
Add as a referance of the load levels on steering components compared to chassis/drive line stuff--------do any of you actually think that you can twist the steering wheel equal/greater than the engine can twist the rear end??? and it gets multiplied by the rear end ratio plus any shock loading/impacts from rough terain, gear shifts, brake application------------
Jerry,
Yes those are the swedged tubes I used. I used those exact same tubes (3/4" size) as trailing arms during my 15 years of stock car racing. Those cars had nearly double the weight and triple the horsepower of my T-Bucket. I never broke a single trailing arm. I've seen many, many others doing the same.
Tech Inspector,
I am no suspension expert, but I have spent about three decades studying suspension design relating to oval track racing. I'm aware that this car does not have a highly advanced suspension design. It's a hot rod my man! If I were trying to build something that could qualify for the Indy 500........I would not be building a T-Bucket! :) I do plan on addressing the Ackerman, as Jim suggested.
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Jerry, please clear some space for PM. Trying to send you a message.
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Driver50X, You have been the biggest waste of my time in a long time. Thank you for yanking me back into reality. :whacked:
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HUH? What the??? Not sure why that kind of reply.. Someone has some different experience than you and can approach a problem from a different place. And you see that as a waste of time?? Really??Quote:
Originally Posted by techinspector1
UMmm.. can you say self centered???
The 1 inch tubes are .095 wall with 3/4 threads while 7/8 tubes are .083 with 5/8 thread-----and heims with 3/4 thread mounted in double sheat are lots different than TIE ROD joints with 5/8 thread.
And on a race car stuff is looked at constantly for maintenance/etc while a street car?????????????????
It's not about the force you can apply from the steering wheel. The force applied is calculated from the perspective of the tire.
Given a ststic frictional coefficient of one, dry rubber on asphalt, and an expected maximum mass of 90% car weight, and the surface area of tire contact: that will give you the maximum force the tie rod end will see.
The calculation is the same for the rear tire except now the load is shared by two links, not one, resulting in an algebraic quotient of half the force applied.
Effectively, you are arguing against a part which, in application ,is going to receive half its rated stress load.
Consider also, the static frictional coefficient is always greater than the kinetic frictional coefficient.
Meaning: once the force applied exceeds the frictional force, the additional force is simply transferred to the wheel as motion, (spinning tires), and the force applied to the links will actually reduce.
Firebird 77 ---I'm not going to continue arguing about these parts-----------The OP I believe sees my point and is not continuing to carry on-----I have been involved with more than one race car, and from experience of looking for the bet route to go with components comes several roads to go down-------and never once to this day have I ever used something that was designed for a lessor load in suspension or steering, also power drive lines----------
I don't deal with opinions, perseptives, he said she said, internet trash talking forums, ---------
So, if you want a resume of my qualifications, experience, exsamples of race records, car shows, magazine center pieces, etc, etc, feel free to ask---------but plesae don't try to side track a conversation about constructing a road sharing vehicle with substandard components ----
I'm only discussing the math.
Could you explain the advantage of the swedged tubes?
Obviously, the larger diameter produces greater cross sectional strength in the center, but doesn't the narrowed diameter create a stress point?
Doesn't the mechanical swedgeing process work harden the material, which would further weaken the material at the diametrical transition?
Quote:
Originally Posted by firebird77clone
Good questions. I’ve honestly never thought about that or researched it. I just know I’ve seen a lot of them used in various classes of stock car racing.
Well, Driver50x, you've certainly struck a chord with your choice of parts!;)
And I will have to echo others and question the selection. But I cannot say it will fail and when as I simply don't have a spec to show me a load rating. If you've had experience with these parts used in this fashion, then I / We may learn something new. I'd suggest use the ends from a large truck rather than a vega!?!?! :eek::eek::p
Van, not Vega.
I pushed it outside this morning, so I could stand back a ways and get a better look at it. :)
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