The,Working,Principle,Independ car The Working Principle of Independent Front Suspension (3)
In the shape of the design, the Core wing broke through the traditional appearance of the other models, the Core-wing sense of movement and high-level sense of the high degree of balance, which must be improved, both in the interior styling General Lee: For such a TSP platform, indeed, is the test of the ability to integrate the same time, just She always has been mentioned in the business platform is a completely independent intellectual property platform and our platform is t
CHEVY GOES INDEPENDENTUnlike early Fords, which utilized aC-channel framerail fortified with an extra-stout X-member down the middle forrigidity, '39-54 Chevrolets gain their rigidity through what is called atorque-box framerail. If you look at a cross section of a torque-box rail, itlooks similar to a top hat, with a stamped steel upper portion reinforced witha double-thick piece of steel across the bottom. Since these early Chevy framesdo not employ an X-member, their strength comes entirely from the shape of therail, and the frame torques and twists by design as the car goes over bumps in theroad, dispersing most of the stress throughout the length of the frame. Incontrast, Ford chassis have such a rigid frame that most of the stress isabsorbed by suspension. Neither system is better or worse than the other;they're just different approaches to solving the same problem. In 1967 Chevrolet introduced its answer,the Camaro, designed specifically to take on Ford's Mustang in the ponycarwars. The Camaro has a unitized body construction method, which means that,rather than a traditional body-on-frame arrangement, the floorpan and body areall one piece, with separate front and rear frame clips constructed in a torquebox design similar to the earlier cars, only flipped upside-down and welded tothe body. The front and rear suspension then bolt to reinforced pads on theframe clips. An extremely popular conversion in the '70s, '80s, and even todayis to cut out a Camaro front clip and graft it onto the front of an earlierChevy hot rod. While this plan can be very economical (there are thousands ofold Camaros rotting in junkyards across the country), it is not the safest oreasiest way to install IFS. "The early Chevrolet framerail ismeant to torque from one end to the other, so if you cut the rails off andgraft this big, solid Camaro frontend on and brace it all in, the stress isstill going to have to manifest itself someplace--and now the rails can nolonger flex the way they're supposed to," Aurand says. "That stressneeds come out somewhere, so what usually happens is it will break the railright behind where the weld cooled on the frame where the clip was grafted on.The proper way to install independent suspension on these cars is the way thefactory did it, with an independent crossmember that attaches to the lower lipof the rail and is either riveted or bolted on." Camaro subframe clips can be a viableoption on Fords, Pontiacs, and other vehicles that utilize a rigid frame withan X-member, but getting the geometry correct can often be more trouble thanit's worth. Measurements such as wheelbase, track width, ride height, and tireclearance are critical, and several jigs are necessary to ensure propertracking. Radiator and bumper mounts also need to be fabricated or swapped outfrom the old frame, and the Camaro suspension can often be much heavier thanstock or Mustang II-style IFS. It is also important to consider that most hotrod applications are rear-steer, meaning the steering input shaft meets thesuspension behind the crossmember. Since the Camaro is front-steer, any attemptto change the setup will radically alter the car's Ackerman angle (see glossaryfor definition), which can make the car highly unstable at speed. Find out more about autoparts wholesale and OEM auto parts by visit miparts.com.
The,Working,Principle,Independ