Yes, on all swing axle cars the axle is the lower control element and the
spring is the uppre control element. This causes a number of concerns.
Increase in positive camber when the suspension is in downward travel
relative to the diff. seems to be the biggest concern. But the relationship
of the brake shoes and drum is not one of them. theyy area always on the
same plain.
The main advantage of the variable length axle shaftw on the 6 is that there
can be separate upper and lower control elements independent of the axle and
therefore not cause such radical changes in camber as the suspension raises
and lowers.
Joe
----- Original Message -----
From: "marty sukey" <trmarty@hotmail.com>
To: "FOT" <fot@autox.team.net>
Sent: Monday, October 01, 2007 12:56 PM
Subject: [Fot] Stupid Spitfire Question Of the Day
> Ok oh knowledgeable ones, splain something to me. On the TR6 the rear axle
> assembly consists of a two piece splined half shaft. When the wheel goes
up
> and down through its normal suspension travel the splines allow the axle
to
> shorten and lengthen slightly thereby allowing the hub to be in the same
fixed
> location corresponding to the arc traveled by the a-arm. Im not sure that
is
> the proper description but I hope you know what I mean. Now lets move on
to
> this Spitfire Im tinkering with. It has upgraded axles, one piece design
with
> an outer roller bearing and inner needle bearing. The axles are a fixed
> length; the stack up is what it is. With this length being fixed, does not
the
> flange location float in relationship to the hub as the suspension
travels? I
> guess that should be a statement not a question. This just does not
appear
> correct in my limited though process. Doesnt this allow a shift in the
> relationship of the brake drum to the brake shoes? Am I just making a
mountain
> out of a mole hill and I should just accept that that just the way it is?
What
> say ye?
>
> Thanks,
> Marty
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