the outside apperance shouldn't sway your opinion, wall thickness is what really counts.

steve makes great parts. i run quite a few of his parts on my car. i am one of the few people that has posted a problem with a spohn part on these boards, but i still recomend him to everyone i talk to. you just can't beat his parts for the price. some of them are heavy but would you rather save .25lbs, or get something of higher quality? the reason steve's stuff weights what it does, is because he uses much stronger parts than some of the 'other' brands.

thats my 0.02

i think torque arm tech has pretty much run its lenght (hahaa, no pun intentended). so i really have nothing more to contribute to that conversation.

btw, how was scuba dean work weekend or pleasure?

Both, Caught at least 30 bugs, most were short. Here's the keepers along with some rock scallops/White seabass was spear caught this summer, its always fun. Wife doesn't eat seafood- More for me. Wanna talk about torque?- that fish can pull your *** hard underwater.

(For pictiure of fish reference- I'm 6'4" 235lbs- its a big fish.

Now i want to build an electrohyropneumatic automatically telescoping de-coupling computer controlled torque arm with those funky new electromagnetrhetoricallywhatamajigger shocks GM is putting in the new vette's. Steve, can you do one of those for under 500 bucks??

AGood2.8, thnx for the apology. I think I get what you're saying now.

Nice fish Biggest fish I've seen (excluding dolphins) was a ~20# catfish, and I thought he was big

laiky, that would be pretty cool wouldn't it? I'm gonna have to read that book...

Jared

TTT and back from the dead... I want Steve to make what laiky is talking about. yeah!

Just a nub question maybe, but why would braking cause the rear axle to twist? Hunter mentioned this and I'm kinda lost; I was under the impressions that the axle would twist only under power (love those crazy drag launch pictures!).

And dolphins aren't fish!!!!

the braking torque from the wheels is transferred to the axel housing (where the calipers mount) then to the chassis by the torque arm. The effect it the opposite of accelleration. Under accelleration the TA pushes up on he body and therefore down on the axel. In braking the torque arm pulls down on the chassis and therefore up on the axel.

Braking is the opposite of acceleration, so the following occurs:

You step on the brakes and the calipers grab the rotors and try to stop them from turning. The rotors are directly connected to the tire and the calipers are directly connected to the rear end housing. The torque arm is what prevents the housing from turning - the resulting action is a downward force on the front of the torque am which is applied to the chassis through the mount. Depending on where that mount is in relation to the center of gravity and the contact patch of the tire you get a reaction that tries to compress or de-compress the rear suspension. Anti squat operates in the inverse under braking.

You follow?

OH!! it twists torsionally... lol, I'm thinking of it twisting from torque from the driveshaft. I get it.

So can some one explain how the globalwest Torque arm
works with the weird arrangement it has. I had one but had to remove it because it would not work with a tremec transmount.
I could never figure out how/why it works differently than the other more conventional torque arm designs.

it does that too, but only under accelleration, unless you can generate huge engine braking!

the classic peg leg burnout illustrates this the driveshaft will cause the right rear wheel to lift on accelleration. Thats why non posi cars always spin the right wheel

That and the design of the diff unit...