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I first saw this a few years back when considering a set of options -
It still looks AWESOME:
Another detailed view of the subframe used to support the IRS:
Team321 is the fellow - sharp looking work too.
Here is a "how-to" installing an IRS on a 56 FORD Truck using aftermarket IRS bits and a Team321 subframe:
Cheers - Jim
Last edited by phantomjock (12/01/2011 3:31 am)
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MOTORCYCLES TOO! - Well, Trikes anyway:
From their website: ()
The engineers at Mystery Designs developed a suspension system with the help of a NASCAR engineer that specifically addresses correct roll-centers for high speed cornering. This has enabled us to produce an independent suspension system that rides softly and corners aggressively without lifting the inside tire. Our independent suspension system was built and designed for enhanced performance and greatly improved handling. Our suspension systems will revolutionize the perception of trikes as being cumbersome, awkward, and even dangerous. No Modification to your motorcycle frame needed, swingarm will be the only part modified. The fixed axle is also available with outboard brakes (not pictured). Durable, strong and simple for the street rodder or the economy triker.
Mystery Designs revolutionary Tiltster is the only conversion in the world that allows the trike to tilt into the corners. Trikes equipped with the independant suspension and Tiltster upgrade provide unmatched performance and handling.
Happy Cornering Tilt-sters!
Cheers - Jim
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Kirkham Billet Chassis
Last edited by Ralphy (12/27/2011 9:04 am)
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Hoyle Suspension Upgrades for the MGB
Last edited by Ralphy (1/07/2012 6:37 pm)
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As much effort as Kirkhammer put into the design - the use of the Heim Joints (even though FEA'd etc) would most likely not pass scrutiny at an SAE Formula event.
I gather they are death on using Heims in bending - as mounted bodyside above.
Pretty nice $$ work too.
The Hoyle a bit more afordable and nice H-Bones too.
Cheers - Jim
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RaceFab's design is based off the C5 Corvette.
Rear
Front
Ralphy
Last edited by Ralphy (1/09/2012 7:57 pm)
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There's Irony - Ralphy - that subframe looks almost like the napkin-doodle I have for mine!
Mine mounts to the C3 frame and provides the suspension pickups and rear diff carrier too.
And-- I'm planning on using 5 inch square tube as basis for the uprights!
There is no room for secrets anymore! I'm going to start wering my TINFOIL HAT!!!! 
Although, I don't like their Heims on the inboards - most likely I'll use Spohn del-spheres (spherical joints)-- and a provision for adjusting up/down on the bodyside fitments.
Cheers - Jim
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Here is another approach - While it adds some useful benefits - it primarily is to remove the half shaft from the IRS as a loaded component.
By doing so, if the shaft shears - the suspension doesn't fly off in opposite directions from the rest of the vehicle.
Integrating the safety loop is a nice feature too.
Installed early prototype
The Early set up they were selling:
More here;
I adapted some of tehse features in "Jim's Giovanni."
Cheers - Jim
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Here's a Heidts Bagged install into a Ford Explorer
Last edited by Ralphy (1/10/2012 11:03 am)
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Here is the pic I was looking for! 321 HotRod IRS coil over moved outward.
Same guys that make this.
Last edited by Ralphy (1/10/2012 10:58 am)
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Bagged Mustang Heidts IRS
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Ford GT 40 kit car
Last edited by Ralphy (1/30/2012 6:22 pm)
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Replica AC Cobra IRS Old School
March 1964.
Shelby-American enters a 427-engine leaf-spring Cobra, CSX 2166, at Sebring to the prototype class. Ken Miles spins off course in practice and hits the one tree in sight, but the 427 test mule is fixed for the race the next day. The Cobras, for the first time, beat the Ferrari GTOs. At Sebring, Carroll Shelby meets with the Hurlock Brothers from AC Cars and Ford design engineer Klaus Arning to develop a big-block Cobra.
January 1965.
The 427 Cobra, featuring a tube frame, aluminum body, and coil spring chassis, is unveiled at a press introduction at Riverside International Raceway.
Replica of Klaus Arnings 427 Cobra suspension with roll steer. It was the updated version from the mono leaf above.
CSX 3360 Arning Designed IRS.
Featured here is the very last original production Cobra, chassis number CSX 3360. 
It's been stated that the 427 was front heavy and brutal. My thinking is the weight per HP made a dramatic change from the 289. Shelby also said, they could not get enough tire under the chassis. Had they, more tire, for the brute power, I think the 427 would have really amazed the fans even more. They had now built a car that exceeded the tires. This SOB was scary fast. Coming into turns faster and heavier, rolling out harder.
Another Kit Cobra, Not CSX 3360
Kirkham 427 Cobra frame.
Last edited by Ralphy (4/11/2012 7:42 pm)
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Quick Change IRS
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Mopar
Dynatrac Pro60-IRS
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Lunar Rover
www.nasa.gov
Last edited by Ralphy (1/10/2012 1:43 pm)
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The rear suspension with the leaf spring used as the upper control arms looks like the 289 AC Cobra set up. I have worked on several of the early Cobras and the original AC leaf springs flex terribly and allow the alignment to change when hard cornering. This was one of the issues we solved at Oregon Auto Spring. We designed Military wrapped type springs combined with much heavier first and second leafs for the Cobra spring pack. This fix made the cars handle substantially better. Its rare these days to see such an antiquated design. All that aside, Good work Ralphy on finding such a cool selection of unique designs.
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Kugel IRS
Last edited by Ralphy (1/10/2012 11:26 pm)
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Speedway Quick Change IRS
Last edited by Ralphy (1/10/2012 11:50 pm)
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Dutchman IRS Housing
Last edited by Ralphy (1/12/2012 11:38 am)
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Installing Heidts Pro G IRS in a 66 Nova
Last edited by Ralphy (1/12/2012 11:46 am)
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Need More Tyre!
Lola
On TV race cars look small? Check out the clearance between the trailer and tires.
Last edited by Ralphy (1/16/2012 9:58 am)
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LMP Engineering Can-Am
Last edited by Ralphy (1/19/2012 4:18 pm)
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The "Bat-Wing" is very "C4-ish." Much reduced in web thickness by the looks.
Really like the uprights - lets the "meat" stay tucked in.
Also seeing a LOT MORE wishbones with the single pivot point inboard.
A VERY interesting approach to ensuring that you don't geerate any TOE effects with bump/jounce - you didn't plan on.
I LIKE!
Thanks for posting that one Ralphy!!
Cheers - Jim
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Jim which pic are you referring to, Batwing?
The upper link has become more often seen, I agree. It only removes the halfshaft as a suspension member. I'm sure you know. What I typically see, is that in this configuration. The coilover will be positioned behind the halfshaft. To aid in any twisting of the LCA under hard acceleration. You have no fore or aft control from above.
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Batwing - in the pic you just posted -- its the diff carrier - like the C4 --hard to see as its black and a very fine web - but a great way to hang the diff - or in this case the transaxle. In the C4 its the big wing structure that is part of the back of the diff. As I recall, about 63 inches or so from mount to mount location....
I note in this case the coil-overs are forward of the half-shafts. BUT- the linkage for the rear anti-sway aft of the half-shaft - so expect that will give some counter- twist under load.
Cheers - Jim
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Your talking of the LMP pic? I thought you were referring to the Heidts.
The LMP uses trailing links so the LCA has support, very ridged! The coilover can go forward without problems. The Heidts IRS is using only one ridged point, the LCA. That's where I see the twisting issues. The upper link only removes the half shaft as a stressed suspension member. No fore or aft support.
OK, I'm looking again. Are you looking at the part under chassis, called the rear body carrier, the last pic? The CNC milled part looking like a Batwing? Does that maybe support the body? I can't find it in the assembled main view.
This piece?
LMP Rear Suspension. Go to post #13, GT 40, the same
Last edited by Ralphy (1/30/2012 6:20 pm)
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Damn nice pic's of CSX3360! Perhaps it is a matter of perspective as to the 427 being nose heavy. Any car you can steer with the throttle cannot really be considered nose heavy. The hp/weight ratio made them crazy fast especially when only bias ply tires were available. Under steer was only a problem if the driver did not know how to rotate the car aggressively. With the big block torque installed in the light weight sports car how could that be anything less than a beast? My Tiger has a tiny HP 289 and it tends to want to swap ends if the throttle is applied too quickly. I could just imagine what three times the power in a car of equal weight would be like! Even those who raced them said that it was a car that demanded 100% of the drivers attention and nothing shy of their best possible effort. In modern terms they had to bring their A game! The car was a work out to race compared with the car it replaced but but rewarded the driver that had the required skill sets to make it perform.
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Yeah and a 90" or 93" wheelbase. I think they may have added 3" to the SC making it 93".
Looking it up, the same 90" wheelbase.
289= 8.001 lbs. per HP
427- 5.529 lbs per HP
That's almost a 33% HP gain per lbs., no?
The HP numbers seem a bit low also. But the comparisons should be fairly close percentage wise.
Ralphy
Last edited by Ralphy (1/30/2012 8:25 pm)
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