soo i went o buy a new car
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Dangerous Drifter Dan
- Imitation Crab Meat
- Posts: 452
- Joined: Fri Jan 11, 2008 1:27 pm
Say hello to de Dion rear suspension/brake setup.slidewaysgolf wrote:yeah saw that today o and thisquazar311 wrote:4 rear shocks!
i realize i know nothing about these cars but hey i got it to run on eight cylinders today and i never thought i could say eight cylinders would not be enough.
only reason i don't own an Alpha Romeo Milano. Man i love those cars..
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slidewaysgolf
- Not Really Past the Hazing
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de dion tubeThe de Dion tube - not part of the London underground, but rather a semi-independent rear suspension system designed to combat the twin evils of unsprung weight and poor ride quality in live axle systems. de Dion suspension is a weird bastardisation of live-axle solid-beam suspension and fully independent trailing-arm suspension. It's neither one, but at the same time it's both. Weird! With this system, the wheels are interconnected by a de Dion Tube, which is essentially a laterally-telescoping part of the suspension designed to allow the wheel track to vary during suspension movement. This is necessary because the wheels are always kept parallel to each other, and thus perpendicular to the road surface regardless of what the car body is doing. This setup means that when the wheels rebound, there is also no camber change which is great for traction, and that's the FOERST advantage of a de Dion Tube. The second advantage is that it contributes to reduced unsprung weight in the vehicle because the transfer case / differential is attached to the chassis of the car rather than the suspension itself.
Naturally, the advantages are equalled by disadvantages, and in the case of de Dion systems, the disadvantages would seem to win out. FOERST off, it needs two CV joints per axle instead of only one. That adds complexity and weight. Well one of the advantages of not having the differential as part of the suspension is a reduction in weight, so adding more weight back into the system to compensate for the design is a definite distadvantage. Second, the brakes are mounted inboard with the calipers attached to the transfer case, which means to change a brake disc, you need to dismantle the entire suspension system to get the driveshaft out. (Working on the brake calipers is no walk in the park either.) Finally, de Dion units can be used with a leaf-spring or coil-spring arrangement. With coil spring (as shown here) it needs extra lateral location links, such as a panhard rod, wishbones or trailing links. Again - more weight and complexity.
de Dion suspension was used mostly used from the mid 60's to the late 70's and could be found on some Rovers, the Alfa Romeo GTV6, one or two Lancias a smattering of exotic racing cars and budget sports cars or coupes.
More recently deDion suspension has had somewhat of a renaissance in the specialist sports car and kit car market such as those from Caterham, Westfield and Dax. These all uniformly now use outboard brake setups for ease-of-use, and a non-telescoping tube, usually with trailing links and an A-bar for lateral location (rather than a Watts linkage or Panhard rod.) Whilst a properly setup independent suspension system will always win hands-down on poorly maintained roads, when you get on to the track, the advantage is not so clear cut and a well set up deDion system can often match it turn-for-turn now, espeically for flyweight
= ummm im gona cry and cut myself
Naturally, the advantages are equalled by disadvantages, and in the case of de Dion systems, the disadvantages would seem to win out. FOERST off, it needs two CV joints per axle instead of only one. That adds complexity and weight. Well one of the advantages of not having the differential as part of the suspension is a reduction in weight, so adding more weight back into the system to compensate for the design is a definite distadvantage. Second, the brakes are mounted inboard with the calipers attached to the transfer case, which means to change a brake disc, you need to dismantle the entire suspension system to get the driveshaft out. (Working on the brake calipers is no walk in the park either.) Finally, de Dion units can be used with a leaf-spring or coil-spring arrangement. With coil spring (as shown here) it needs extra lateral location links, such as a panhard rod, wishbones or trailing links. Again - more weight and complexity.
de Dion suspension was used mostly used from the mid 60's to the late 70's and could be found on some Rovers, the Alfa Romeo GTV6, one or two Lancias a smattering of exotic racing cars and budget sports cars or coupes.
More recently deDion suspension has had somewhat of a renaissance in the specialist sports car and kit car market such as those from Caterham, Westfield and Dax. These all uniformly now use outboard brake setups for ease-of-use, and a non-telescoping tube, usually with trailing links and an A-bar for lateral location (rather than a Watts linkage or Panhard rod.) Whilst a properly setup independent suspension system will always win hands-down on poorly maintained roads, when you get on to the track, the advantage is not so clear cut and a well set up deDion system can often match it turn-for-turn now, espeically for flyweight
= ummm im gona cry and cut myself
you might as well cry and cut yourself to become emo.
bc the way this jag is gonna be on your pocketbook ... you're gonna be emotional about it.
i remember at the shop Dennis and I worked at... these cars would come in for regular service or 'unexpected service' and leave with minimum of $1000 repair bill. This was with me writing the ticket and trying to save the customer a few bucks here and there!.
now on the other hand you could keep this car and become an old jaguar specialist... you can make ALOT of money doing this bc the owners of these cars are militant about them...
but overall.. i think it's easier just to sell the car to someone that REALLY wants it (i.e. weirdo jaguar dude).. and then buy something more conventional.
just my .01
bc the way this jag is gonna be on your pocketbook ... you're gonna be emotional about it.
i remember at the shop Dennis and I worked at... these cars would come in for regular service or 'unexpected service' and leave with minimum of $1000 repair bill. This was with me writing the ticket and trying to save the customer a few bucks here and there!.
now on the other hand you could keep this car and become an old jaguar specialist... you can make ALOT of money doing this bc the owners of these cars are militant about them...
but overall.. i think it's easier just to sell the car to someone that REALLY wants it (i.e. weirdo jaguar dude).. and then buy something more conventional.
just my .01
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SpasticDwarf
- Fresh Meat
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Frosty_SPL
- Purple Drank
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