Sorry Daze ... not an option on this version

Using some simple trig tables ... at 5inches of travel the track width shortens up from 13.75 to 12.82 or 0.93 inches on each side.

I did all of the same calculations and came up with the same conclusions ... one spring should be plenty. Additionally, the QA1's I had were giving another 60 lbs of force. But when I did the mock up with one spring it clearly wasn't up to the task. I put two springs on at it sat right where I wanted it and when I jumped up and down on the rear bumper the dampening effect was not excessively stiff. Now I did use the stock springs in the stock locations plus who knows how old the springs were but I do remember thinking that the math just didn't add up to the results. I know this doesn't help with your decision making but I also know that you like all of the inputs you can get 

OK ... I'll throw my two cents worth. Yes there will be forces applied to the lower control arm with only one shock mounted BUT what the LCA is going to twist ?!? steel ... really ... the only way that any motion in the LCA could exist is if the mounting points allowed that motion. I know that you are running the UHMW bearings and that pretty much eliminates any movement. 

If that doesn't instill any confidence lets try this ... you are sitting at a stop light listening to your favorite tunes when suddenly a camaro pulls up next to you, he (or maybe a she) looks over at you at smiles. We all know whats going to happen ... 1st gear pedal to metal and blow the doors off that camaro. Well while that is happening the wheels are trying to rip the LCA's right off the car. I'm pretty sure that the LCA's are going to do their job and the forces imparted are going to be far greater than one little shock

One last visual .. I built custom LCA's for my IRS and I asked myself if I was going 100 MPH (I love going fast!) and had to slam on the brakes suddenly would the LCA do it's job ... I have no concerns ... but the point is if you were running stock or semi-stock in your case do you think that the forces applied during a panic stop would be greater than running one shock ???

One last thought, the LCA's were designed by Jag to handle the forces from a variety of inputs ... the shocks, I'm guessing, were designed to dampen only one force ... the up and down motion of the vehicle.

Sure did ... been posting stuff on the forum.

Topic "CV Joints on a Jag Center Section" Last update was 5/10

And so we begin ... I received all of the measurements. Below is an image of the model. I made some changes to help us work through the variables. In its current state I have not put in any of your measurements ... and the pivot points are purely random. The model has three basic components currently and as we start locking in dimensions I will create additional components. The block on the left represents the center section. It is locked down and does not move. The center shaft moves up and down without limits and we can measure that movement from center. Right now center is defined as centershaft angle = 0 degrees. The last component is the hub carrier (if you have better teminology for this part let me know) This is where we measure the camber positive and negative and again without limits. Obviously we have to subtract the angle from 90 to get the true camber. I have added pivot points for the upper control arm but in the beginning stages is not required. The model will move the components accurately without those points attached.

The one thing to keep in mind is that SolidWorks is extremely accurate so the better job we do of putting in dimensions the better job the software will do.



I need two things to proceed forward. First the pivot points on the CV. Does the CV Joint perform similiar to the half shafts on the Jag unit? By this I mean does it attach to the outer hub so that the length does not change? Also, as the center shaft moves up and down does it allow the hub to move independently again similiar to the half shafts. I really am clueless here. 

The second thing I need is some guidance on the hub carrier. The center shaft mounts in the center of the hub and I assume that the hub will mount in the center of the hub carrier. I am also guessing that the hub carrier is something you are going to make. The pivot point for the lower control

Below the picture of my 67 Mustang is a hot link to my e-mail address. jec@aitbusiness.com 
There' s going to be a fair amount of trial and error with these measurements but I am confident that we can figure it out.

Yes I did use the jag design with the LCA. I don't know as much I would like about the details of CV joints as they move through the motion of the suspension. Pivot points however are relatively easy to analyze once you know the lengths and positions.

Here is the model that I used. The pivot points for the half shaft are based on the length from eye to eye and the same for the LCA. The positions are taken directly from the center section and the hub.

In your situation everything is pretty much unknown and can be set to anything you want which makes it more difficult (as you already know). A couple of things you do know however ... the overall length of the unit, the lengths of the CV, and the pivot points of the CV. Imagine that we create a new model for you (I would be happy to do that) and we start with just the CV and move it up and down 11 inches or more. Then we dial in whatever camber gains and losses you think you might like and then calculate the lengths/positions of the upper and lower control arms

With SolidWorks if there is a conflict the software will identify where it is. It will probably take several iterations and maybe a couple of changes but I am sure we can get you close to what you are looking for.

I like the ball valve ... here's another one just because. We have the compressor in a shed and copper lines running into the garage. Of course the shed is always packed with stuff and getting to the compressor is a project in itself. So we removed the petcock and installed a piece of compressor hose into the threaded bung and then put an air nozzle on the other end of the hose. We can now take a plastic cup and point the air nozzle in the cup and fill it up with water 

I didn't pick up on the rotors but now that you mention it ... is that a spacer block in between the caliper halves?

The power bleed idea would be pretty cool if you could hook up to one side of the e-z bleed system and open the other side. Bleed both calipers at the same time. 

I'm kind of a simpleton though ... open the bleeder an let fluid run all over the place

I did not use sealant on the threads. My understanding was that the bevel on the end of fitting would seat against the bottom of the caliper. Thinking about it though it makes sense to use something. We use teflon tape on the MIG welder tank and that fitting is similiar in design. Thanks!! I'm going to do it.

Very nice !!  Been spending some time researching exhaust ... flow, velocity, EGT, lots to learn out there 

We didn't have the MIG welder at that time so gas was my only choice. Your piece looks really good.

I've been a fly on the wall ... you've been having some really good exchange with others. Your forum is my latest addiction ... can't get away from it. As far as the changes I have been trying to give it a little time. All in all not bad. The one thing I did like about the old forum was that the new messages appeared at the top. Now I have to scroll to the bottom to see what has been added, But if that worst of the best then you did a pretty good job.

My project still going slow ... the dam will bust loose soon.