They would have had to modify the original IRS as the later rear ends (Z31/HR31 etc) hadn't been produced by Nissan yet. Unless they only used that rear end in 1984.
Amazing that they got away with it anyway.
Errol Smith wrote:
Zac, I liked the bathurst setup. It was strong and to me it gives a lot of adjustment with minimal mass.
Cheers Feral Errol www.datrats.com.au
-----Original Message----- From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED] On Behalf Of Zac Campbell Sent: Wednesday, April 20, 2005 5:34 PM To: [email protected] Subject: RE: Biggest rear tyres ever on 510?
Errol, what is your opinion of the trailing arm setup on the Gibson
Bathurst Bluebird? (apart from the fact that either of these trailing arm options
would be equally expensive to reproduce).
zac
Quoting Errol Smith <[EMAIL PROTECTED]>:
Priceless :-) I couldn’t afford to have one made up and keep it economical. It would have to be $3000 - $3500 to make up. The rose joints on the arm pivots are sealed aircraft grade and are $180 each (4 off). The locking screw adjuster for the camber pivot points would be around $400 each to make up in 4140.
Cheers Feral Errol www.datrats.com.au
-----Original Message-----
From: [EMAIL PROTECTED]
[mailto:[EMAIL PROTECTED] On Behalf Of Sam @ Dr Drift
Sent: Wednesday, April 20, 2005 4:32 PM
To: [email protected]
Subject: Re: Biggest rear tyres ever on 510?
How much for one of these?
----- Original Message ----- From: "Errol Smith" <[EMAIL PROTECTED]> To: <[email protected]> Sent: Wednesday, April 20, 2005 3:57 PM Subject: RE: Biggest rear tyres ever on 510?
Chris,
A new straight rear cross member was made up and the arms were
fabricated and joined onto cut down stock rear arms and axles. The arms were camber adjustable and toe adjustable. But can only move vertically due to both arm pivots being connected to a straight
cross
member.
This means there is no camber change with body roll and the arm moves
vertically with relation to the floor pan under all circumstances.
As
the load increases, the wheel rises further into the arch but camber
does not change. The wheel contact patch is full width on road at
all
times. More like a live axle tyre behaviour but still independent. Cornering ability is excellent and considerably enhanced as there is
no toe change either.
Cheers Feral Errol www.datrats.com.au
-----Original Message-----
From: [EMAIL PROTECTED]
[mailto:[EMAIL PROTECTED] On Behalf Of turbochris
Sent: Wednesday, April 20, 2005 1:24 PM
To: [email protected]
Subject: Re: Biggest rear tyres ever on 510?
Oh I see you converted from semi to full trailing arm... sounds like
a
lot of work. Did you fabricate trailing arms or use them from another
car? Wouldn't the camber change under roll pretty well destroy the cornering? Or was it a straight line machine?
Cheers,
Chris
On 4/20/05, Errol Smith <[EMAIL PROTECTED]> wrote:
The full trailing rear arm setup has no camber change during tavel so they just fit up into the well so the wheel centre is nearly at
sill
line.
Cheers Feral Errol www.datrats.com.au
-----Original Message----- From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED] On Behalf Of turbochris Sent: Wednesday, April 20, 2005 8:35 AM To: [email protected] Subject: Re: Biggest rear tyres ever on 510?
How did you manage to get that size rubber under there Errol? Did you have to modify the inner guards?
Cheers,
Chris
On 4/20/05, Errol Smith <[EMAIL PROTECTED]> wrote:
I had 245/35x16's on a full trailing arm setup with stock unflared guards. The would go right up into the wheel arches and
not foul
any
where. Trevor Pooley now has this rear end for his FJ20T powered
car. Cheers Feral Errol www.datrats.com.au
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