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Re: Torque Bar Questions
Posted: Thu May 21, 2015 11:29 pm
by Bruce2
Ol'fogasaurus wrote:We didn't change over to metric as it would have been way too expensive to do.
Not true. Carter committed to the switch, but his term ended before it could happen. Regan said no to it. Canada made the switch in 1978. The cost was trivial. You just have to look at the auto industry in the US. They made the switch; what did it cost?
Now you're all alone in the world. 194 out of 195 countries are metric.
Don't worry about the airplane industry, it will never change. Too many people have died to create the standard for that industry.
Re: Torque Bar Questions
Posted: Fri May 22, 2015 6:44 am
by Ol'fogasaurus
That is a very uninformed look at something that had a lot of time and money spent on the decision which was agreed to by those who would have been affected by it.
I think we have spent more than enough time on this sillyness now.
Re: Torque Bar Questions
Posted: Fri May 22, 2015 1:24 pm
by H2OSB
Little disappointed. I clicked on this link to read about torque bar options and find an argument of metric v. SAE. Not up to the general standard of STFs
johnL (aka H2OSB)
www.superbeetlesonly.com
Re: Torque Bar Questions
Posted: Fri May 22, 2015 1:45 pm
by Ol'fogasaurus
i agree, I didn't think it was necessary myself but it happened. My appology to all.
Re: Torque Bar Questions
Posted: Wed Feb 03, 2016 10:53 pm
by coolrydes
Bruce2 wrote:The horizontal bar between the shock towers does not need to be adjustable. As long as you can get it in there. All of the setups you buy are adjustable so they will work on all cars. This horizontal bar is in pure compression, just like a pushrod.
You only need one bar per side in the red location. A bar in the yellow location does nothing. The red bar should be connected to the top of the shock tower, NOT to the horizontal bar between the shock towers. The red bar will be in tension when you are on the throttle. If it was connected to the horizontal bar like many of the badly made bars on the market, it will just bend the horizontal bar, allowing the frame horns to flex down.
If you connect the two diagonal bars at the shock tower, they will pull downward, and inwards. The inwards component of the force will be canceled by the horizontal bar being in compression. This means the two diagonal bars have a downwards component applied to the tops of the shock towers. This tends to twist the torsion housing. Since it is very large in dia, and thick walled, it resists this force easily.
If you want to see a correctly made tri-bar setup, look at what CSP sells. All other bars on the market are made wrong by people who don't understand the basics of mechanics.
For your info the two front bars actually transmit load back into the torsion housing and take a considerable amount of load off of the shock towers. The three bar systems take load off of the frame horns, but add stress to the shock towers. the shock towers are not designed to take the additional stress, this will cause the torsion housing to crack. There are a lot of benefits to complete triangulation of the rear frame horn area.