For The Dragracer

[BillyShope]

The following is a graph which represent the performance
expected from a "typical" stock car with RWD and a beam
axle, the same car with anti-roll bar, and the same car
(stock) with an asymmetric rear suspension which
dynamically cancels the effect of driveshaft torque. In
each case, there is no static preload. "L" is the vertical
load on the left rear during launch, "R" is the right rear
load, "F" is the sum of the static RF and LF wheel loads,
and "T" is the weight transfer during launch. The results
would be for a car with 60% of the roll stiffness at the
front (40% with anti-roll bar installed), 14 inch radius
tires, 108 inch wheelbase, 4.11 rear gear, 60 inch front
and rear track, and 20 inch center of gravity height.

http://i78.photobucket.com/albums/j8...Shope/dyno.jpg



Maximum performance...from a tire pair...is achieved when they are equally loaded. The addition of an anti-roll bar brings improved performance since, as the graph indicates, the resulting loads are closer to the ideal horizontal line. But, since it is impossible to remove all front end roll stiffness, some static preload is necessary to achieve equal rear tire loading with full weight transfer. And, of course, this ideal loading is achieved at only a single value of driveshaft torque.

Only an asymmetric relationship provides ideal loading under all conditions (assuming that the rear tires are loaded equally before the car launches).

(The change in slope of the upper two functions corresponds to the lifting of the left front. When plotted against time, physical data would not reflect so abrupt a change, of course. Similarly, the rear tire loadings do not immediately become and remain equal when both front tires have lifted. The loading would, instead, become oscillatory for some period of time.)

http://home.earthlink.net/~whshope

[protour_chevelle]

That would be why companies like Wolfe Race Craft have their solid anti roll bars are pretty much every hitter car in the nation.

[hotrodf1]

The following is a graph which represent the performance
expected from a "typical" stock car with RWD and a beam
axle, the same car with anti-roll bar, and the same car
(stock) with an asymmetric rear suspension which
dynamically cancels the effect of driveshaft torque. In
each case, there is no static preload. "L" is the vertical
load on the left rear during launch, "R" is the right rear
load, "F" is the sum of the static RF and LF wheel loads,
and "T" is the weight transfer during launch. The results
would be for a car with 60% of the roll stiffness at the
front (40% with anti-roll bar installed), 14 inch radius
tires, 108 inch wheelbase, 4.11 rear gear, 60 inch front
and rear track, and 20 inch center of gravity height.

http://i78.photobucket.com/albums/j8...Shope/dyno.jpg

Maximum performance...from a tire pair...is achieved when they are equally loaded. The addition of an anti-roll bar brings improved performance since, as the graph indicates, the resulting loads are closer to the ideal horizontal line. But, since it is impossible to remove all front end roll stiffness, some static preload is necessary to achieve equal rear tire loading with full weight transfer. And, of course, this ideal loading is achieved at only a single value of driveshaft torque.

Only an asymmetric relationship provides ideal loading under all conditions (assuming that the rear tires are loaded equally before the car launches).

(The change in slope of the upper two functions corresponds to the lifting of the left front. When plotted against time, physical data would not reflect so abrupt a change, of course. Similarly, the rear tire loadings do not immediately become and remain equal when both front tires have lifted. The loading would, instead, become oscillatory for some period of time.)

http://home.earthlink.net/~whshope

I have been very curious to know how my ladder bar car would react to a assymetrical link system like you propose. I've played with your calculators on your site, but I'm a bit unclear as to how I would need to orient things under the car. I know this system should be vastly superior to my ladder bar / coilover setup at least in a straight line. How would the cornering ability be affected? Same, better? Should be better since the DS torque is cancelled by the suspension?

I think I would add single links at the bottom mount on the axle and try to use the mount on the crossmember for the front of the two lower links. I need to dig a little deeper into where the top link would need to be to make the setup work. Do this sound like something that could be made to work well?