Quote:
Originally Posted by JRouche
Ahhh, got it now. I cant see the welded flange from the outside pics. I gotta ask.. Why not go with splined bars and arms? Is it to keep any difficulties out of the picture for the customers mounting it up? Makes sense, its a purpose built unit for a certain car. No need for splined bars.
Welded flanges? Hmmm. Spring steel bar, alloy flanges too right? Not second guessing the designers, just curious... JR
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heres what brett said when tyler asked about the flange design.
The arms bolt to the flanges that are welded to the mild steel DOM main bar. The reason there are 3 bolts instead of 4 is simply tire clearance. I am running a 245/40-18 tire on a 18 x 8 rim. The tire just kisses the subframe at full lock under severe cornering...just enough to wear off the paint. Sitting still there is no contact at all.
I was concerned a bit about the strength of the flange connection but after running this setup in Velocity since May for over 6000 miles I am comfortable with the flange design. The splined connection is great, except I have a plasma cutter and I don't have a broach, hence the flanged connection!
The hollow bar has a wall thickness is .134". The bar is not rate adjustable, although that is not a bad idea. It is also not heat treated. While common wisdom says you gotta have a heat treated bar, I've been running a mild steeel DOM bar on my C10 truckfor over 2 years. I take it off every 4-5 months to see if it has taken a set or twisted in some way, but its still good. So is the one on Velocity.
The main bar is contoured like the original and will clear an LS1 in a stock subframe. I am confident that it will clear normal SBC and BBC applications as well, but I have not personally tried them.