cheapracer wrote:
olrowdy_01 wrote:
I meant that the camber change happens to both wheels simultaneously (in relation to the level ground) when one wheel is moved up/down wheel due to lateral axle angle changes while the wheel moves up/down.
After reading this too many times I now know what you are saying ...
This is one of my biggest complaints and I'll go as far to say people's ignorance about beams is often based around this one - I'll get back to this in time with guns firing.
Not as through as cheapracer's answer will probably be, but here's an experiment for you:
Try driving very, very slowly over a speed bump in a parking lot with the two tires on one side of the car going over the bump, and the others remaining on flat ground. Even with a fully independent suspension, the changes in spring loads will cause the car's chassis to raise (and possibly tilt) as it goes over the bump. There will even be fore/aft changes in chassis height, in addition to the side to side changes. Those movements and possible tilting will still cause the car's tires to be compromised in terms of their ideal relationship with the ground. Any compression or extension event results in weight transfers and load being passed through the chassis; although on really quick events, the suspension loads can return to neutral before the chassis may have fully reacted to the event. Also, all suspension inputs are reacted to by the full combination of all four suspension load paths, and all four springs and dampers. The math (essentially) doesn't change, just our sensation of the event and feeling of feedback because of the speed at which all the mechanical effects take place.
I agree that there will be some geometric difference in how cheapracer's suspension and an IRS will react to very fast bump/dip events. However on longer events, like curbing on the inside edge of a race track or grooves in a heavily worn road, the difference may be smaller than it might originally seem. I have no idea on how well cheapracer's proposed design will work when reacting to the high speed events mentioned, but when the flex of a tire is added, any differences may also be reduced. Considering most passing in racing is done under braking, And his design looks to be trying to improve the contact patch under most circumstances, I'm very interested in seeing how well his experiment plays out.
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they were just calling it what it was because they took an old Ford front axle and cut it in two. I believe that Mallocks of that vintage were sold as kits, and cutting up a beam axle was "as specified" in the kit. "Back in the day" it was a fairly common race car or hot rod trick in the US to get independent front suspension, I understand. (Before my time! 
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i just dont understand it 
whats with throw another ..roo on the barby