IROC Handling vs GTA WS6 Handling
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Car: '08 Mustang GT
Engine: 4.6L
Transmission: º º 0 . . . |-|-|
Axle/Gears: 8.8", 3.55
Re: IROC Handling vs GTA WS6 Handling
Together with stiff poly bushings, you get a little less roll and a lot more lateral head-toss going over one-wheel bumps and diagonal dips in the road, so I can see where it would be easy to think that more stiffness back there has to be better. Unfortunately, it isn't. You can tune around it a little, but that's kind of like putting a band-aid on a self-inflicted cut.
I wanted to replace the arms on my TA...but not for the curves I guess?
So the vehicle wants flex in a rotational manner at the axle, but no flex in a horisontal manner? Doesn't the Torque arm (axle to trans) keep this from happening? Does the upgrade aftermarket adjustable torque arm afford less flex and cause problems as well? Help!
So the vehicle wants flex in a rotational manner at the axle, but no flex in a horisontal manner? Doesn't the Torque arm (axle to trans) keep this from happening? Does the upgrade aftermarket adjustable torque arm afford less flex and cause problems as well? Help!
I'm not sure what you mean by "flex in a horisontal manner".
The torque arm resists side view axle rotation about the axle shaft center(think pinion angle change). That's all it's supposed to do.
The PHB resists lateral axle movement. In terms of controlling axle movements, that's all it does.
The LCAs keep the axle ends in place, which also keeps the axle mostly perpendicular to the vehicle centerline as you look down on the whole business (plan view rotation).
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