Iames & All: It would be interesting to know the method used to manufacture these suspension torsion bars. Likely starting with a round bar, likely stretched and headed while hot. I don’t think they are machined for perfection and suspect each completed bar is given a quick and dirty test to determine it falls into an acceptable range and has no surface defects. As you noted, this is an imprecise process for an imprecise load service life. That’s why they are adjustable to achieve desired load height. An obvious advantage of torsion bar suspension. If I were manufacturing vehicles with torsion bar suspension, I’d probably test each bar for its torsional deflection rating and install them in matched pairs—or with a stiffer bar on the driver’s side. I’d bet this is a final inspection measurement and tweak. I would expect a race mechanic would do some more sophisticated testing of springs and torsion bars to assure the required high level of performance. If anything, planned different stiffness on each side of each axle—on circle/oval tracks. I am led to believe domestic sedans may have stiffer springs or bar settings. on the driver’s side to offset the driver’s weight. Sway bars are something else with probably even more variability. Be sure to paint them with something having some body for protection against nicks and exposed white metal which will lead to failure as coating defects wit a slight nick or gouge may increase localized stress by a factor of five+. Ask me how I know. Perfect conchoid surface fatigue fracture of a two-year old ’61 Valiant torsion bar. Side note. Each tire-wheel-drum-spindle-suspension system has a natural vibration/oscillation frequency—only partially damped by shock absorbers.. This frequency is similar for many cars and trucks of all ages and leads to washboarding of soft surfaces. Your neighbor 40 miles East, Rich Barber Brentwood CA From: 'James Douglas' via Chrysler 300 Club International <chrysler-300-club-international@xxxxxxxxxxxxxxxx> The single four 300K sway bars in 1964 are the 610 and 611 bars. A club member donated to me a set of these. I sandblasted them and cleaned off the residue with the wire wheel. Before painting them, I did a measurement of their diameter 4 inches in from each end and in the middle. Attached is a photo of what I got. Interesting in that they are NOT the same diameter going down their length and also not the same side to side. The AMA specification page for 1964 shows the 610 and 611 bars as being 40 inch and 0.990 in diameter and a 125 pound spring rate. It is also well known that as little as 0.002 changes the spring rate. Take a look at the photos of what I measured. It is interesting. James -- For archives go to http://www.forwardlook.net/300-archive/search.htm#querylang --- You received this message because you are subscribed to the Google Groups "Chrysler 300 Club International" group. To unsubscribe from this group and stop receiving emails from it, send an email to chrysler-300-club-international+unsubscribe@xxxxxxxxxxxxxxxx. To view this discussion on the web visit https://groups.google.com/d/msgid/chrysler-300-club-international/002c01da7d79%24cbd37a40%24637a6ec0%24%40ez2.net. |
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