Anyone run a Griggs watts link?

[funcars]

I was trying to get some input on the Griggs watts set up. Has anyone compared a Griggs mounted to a 9 in housing vs a chassis mounted version in similiar cars? I know theoretically there is a benefit to the chassis mounted design, but I've heard of some folks that are pretty fast with the Griggs type of design. I used to have a transaxle Alfa with a watts and it was rear-end mounted (sort of since it was a DeDion and the pivot was on the tube) that was extremely predictable even though the car had lots of body roll.

It made me think that the housing mounted design might be workable enough. With a heavy big hp front wheel weight bias car how much does the technical superiority of the chassis mounted design really matter?

Thanks

[silver69camaro]

While a chassis mounted watts is the best design, a housing mounted pivot is by no means lousy. Quite opposite, in fact.

Comparing the two is in my opinion splitting hairs. A very, and I mean VERY good driver might feel the difference...but 99% wont be able to tell the difference.

We chose to go with a housing mounted watts linkage for two reasons: cost and simplicity. We're capable of building either type, but this fits the majority of the market. The geometry is excellent to boot, as well as unsprung weight.

So does it really matter? It depends on what you are building. If you want the best-of-the-best, go with a chassis mount. At this level, I would assume you are buying top of the line Penske dampers, hydraulic spring pads, etc. If this isn't you, the housing mount will a wise choice.

[funcars]

Thanks for the reply. It makes sense to me and confirms what I was thinking. In my application I don't think the difference is enough to justify the added difficulty in packaging (especially since I'll be doing fabrication). If I keep body roll to a minimum and don't have large suspension travel it should help too.