A1 rear wheel alignment

[Flyinglizard]

I came up with a "Dynamic Toe Control" rear steer setup. It consist of a triangular lower link to the lower shock mounts. The pivot is in the center of the car, right about the rear of the floor, near the pan cross brace. 40 in panhard bars are available, with rod ends. That seems to be a workable lenght.
The axle bushing size is the only limit to actual toe out under load. I messed with one of the cars ( with soft bushings) and I think that I can get about 3/8 in travel, maybe .5 in. (each side).
The optimal angle of the control arms will take a few tries, as it makes a large difference in travel, as you multiply the side load, into for/aft load.
Anyone interested in this setup, email me direct and I'll foreward the part numbers, and status.
Mke Ogren, Protech, [email protected]

[Tom A]

So if I understand your post, you install super soft bushings, then stayrods that are designed to bind under bump, deforming the bushings and force the whole beam to shift and induce some toe out on the loaded rear wheel?

Interesting.

Tom

[Flyinglizard]

Side load sensitive. The angle between the trailing arms VS the axle pivot, mulitply the side load into rearward force. This can be increased by allowing the axle to move laterally. MM

[Bildon]

Guys keep in mind that the wording of the rules have changed WRT the toe links. No longer a "gray area" nor legal.

For toe, use the camber shims and rotate them and drill new holes.

[JamesB]

pretty much. Then again, I have bent my beam with enough spins that camber was no longer the issue, I had to use the plate nearly sideways to fix the toe.

[Flyinglizard]

I have it under traction bars and watts link. Traction bars run up under the rear axle. There are no definitions nor mention of any required angle of said arms. Nor does the rule say anyhting about FWD or RWD axle control, as far as I can tell. I have the rules here, but maybe they are old?? They were loaded last week.
Is there an update that I have missed?
By your response, Bildon, I assume that you are passing on the opportunity to market this.
The way I read the rules The device that I have engineered is legal. Also goes faster. Testing went well Sat.
Mike Ogren

[shwah]

Traction Bar - A longitudinal link to an axle housing or hub carrier which resists torque reaction from the driven wheel(s) by acting in compression or tension.

This is the current GCR defenition. I don't think what you are proposing meets this definition. I am pretty sure this was recently updated specifically to close the loophole that you found.

[Sandro]

Guys keep in mind that the wording of the rules have changed WRT the toe links. No longer a "gray area" nor legal.

For toe, use the camber shims and rotate them and drill new holes.

Little confused, your saying this is not legal ?

http://www.bildon.com/pub/A3_panhard_rod.jpg

[lateapex911]

I came up with a "Dynamic Toe Control" rear steer setup. It consist of a triangular lower link to the lower shock mounts. The pivot is in the center of the car, right about the rear of the floor, near the pan cross brace. 40 in panhard bars are available, with rod ends. That seems to be a workable lenght.

The optimal angle of the control arms will take a few tries, as it makes a large difference in travel, as you multiply the side load, into for/aft load.
Anyone interested in this setup, email me direct and I'll foreward the part numbers, and status.
Mke Ogren, Protech, [email protected]

Mike, I'm no expert on VWs, but the traction bar definition stipulates longitudinal members, and driven wheels, and it sounds as though this is anything but longitudinal, and the driven wheels are certainly not involved. Further, the rule calls for any traction bar to be of a one tube/bar design. So I'd say legality-wise, you're on thin ice, if not on unfrozen water!

Further, the rule allows the addition of A panhard bar, not multiple, so again, I think you will run into difficulties in the tech shed.

JMHO, and I may not be understanding your situation properly.

(But, it also sounds as though you haven't been through the GCR with a fine tooth comb, and that's a key elelment to the build process. Again, I might be reading things wrong, my apoligies if I am.........)

[Flyinglizard]

Jake, You are right.thanks for looking it up. "Driven wheels" is new. I can connect the trailing arms and call it a sway bar. Or I can try for a more controlled soft bushing.
I have been running static toeout for 16 yrs. It works because it removes dynamic weight from the outside front tire. There are a lot more small reasons and longer explainations if anyone cares.
Chris, FWIW, I have at least 1000 laps, and 10 hits on the ministock Jett. The axle bushings are fine, the rest of the car is tired. It is the fastest by 1.5 tenth. I have soft/ modified bushings in all of my race cars(3) and maybe some customer cars...
MM

[Grumpa]

Bill Suloff,
Refer to the picture in reply 14 of this thread. I am working with an A1 axle and have the following question. Where would/did you locate the opposite end of the toe link?

[Sandro]

I have mine dead center(left to right, and up and down) on the center flat vertical section of the beam. Before welding I triple checked dimensions to make sure they were in the center. I can swap my left and right toe link bars, without adjusting them.

[Flyinglizard]

I am pretty sure that you need to connect them, to be legal. It has to act a bit like a sway bar to fit the rules. IMHO. MM

[Sandro]

Watts Linkage - A rear axle lateral location system which employs a frame/body-mounted central pivoting attachment (bell crank) for two (2) lateral links, whose opposite ends are attached to either end of the axle housing or vice versa.

[rabbidmk1]

So let me get this straight... These bars help eliminate flex in the rear beam which cause a change in toe? Is it agreed that these help significantly (provided IT rules don't apply) with getting the car to rotate? And where can I find a write up on this or a decent explanation on how and more importantly where the mounting points are and why?