idea is for a Front Engine Rear Drive 3 wheeler and it'll have different handling characteristics than the 4 wheeled post WWII vehicles you fella's remember from your youth
By adding Modern shocks, anti-roll bars and better pickup points ..... I'm hoping it'll create a better handling beast than the Swing Axles of yore and give me the esthetic I'm looking for.......Inherently Responsive Design
Designing to the three-wheeler's inherent characteristics can produce a high-performance machine that will out corner many four-wheelers. A well designed three-wheeler is likely to be one of the most responsive machines one will ever experience over a winding road. Superior responsiveness is primarily due to the three-wheeler's rapid yaw response time.
Yaw response time is the time it takes for a vehicle to reach steady-state cornering after a quick steering input. A softly sprung four-wheeler will have a yaw response time of about 0.30 seconds, and a four wheel sports car will respond in about half that time. A well designed three-wheeler can reach steady-state cornering in as little as 0.10 seconds, or about 33 percent quicker than a high-performance four wheel car.
Quick steering response has nothing to do with the number of wheels or how they are configured. It is a byproduct of reduced mass and low polar moment of inertia. A typical three-wheeler is lighter and has approximately 30 percent less polar moment than a comparable four wheel design.Rollover Stability of Conventional Non-Tilting Three-Wheeler
A conventional, non-tilting three wheel car can equal the rollover resistance of a four wheel car, provided the location of the center-of-gravity (cg) is low and near the side-by-side wheels. Like a four wheel vehicle, a three-wheeler's margin of safety against rollover is determined by its L/H ratio, or the half-tread (L) in relation to the cg height (H). Unlike a four-wheeler, however, a three-wheeler's half-tread is determined by the relationship between the actual tread (distance between the side-by-side wheels) and the longitudinal location of the cg, which translates into an "effective" half-tread. The effective half-tread can be increased by placing the side-by-side wheels farther apart, by locating the cg closer to the side-by-side wheels, and to a lesser degree by increasing the wheelbase. Rollover resistance increases when the effective half-tread is increased and when the cg lowered, both of which increase the L/H ratio.
A simple way to model a three-wheeler's margin of safety against rollover is to construct a base cone using the cg height, its location along the wheelbase, and the effective half-tread of the vehicle. Maximum lateral g-loads are determined by the tire's friction coefficient. Projecting the maximum turn-force resultant toward the ground forms the base of the cone. A one-g load acting across the vehicle's cg, for example, would result in a 45 degree projection toward the ground plane. If the base of the cone falls outside the effective half-tread, the vehicle will overturn before it skids. If it falls inside the effective half-tread, the vehicle will skid before it overturns.http://www.rqriley.com/3-wheel.htm
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Sprint Car Axle Bracket to attach shock to the axle to allow for quicker shock reaction and to attach Swedged radius rods
Sprint Car Shock towers to attach shock to chassis, as well as head lightsWhere the axle meets the chassis I'll use these to adjust camber
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