I've been debating which would be better for AX, Spohns TQA or the Unbalanced Engineering De-Coupled TQA? Spohn has a linkage at the front of the arm which allows it to travel forward & back which would tell me it allows the IC to move in a manner such as the De-Coupled TQA. Combine that with a DS joint at that linkage and the arm would be bind free in its range of motion when it moved with the axle.

http://www.spohn.net/shop/1982-1992-...nsmission.html

http://www.unbalancedengineering.com/Camaro/TA/

Did I miss something here? Spohns arm is half of what the Unbalanced one is and it bolts right in.

Sorry if I seem out of it, got a splitting headache now but wanted to get this down before I forget about it.

 

What's wrong with the stock torque arm? You are aware that the stock torque arm allows movement fore and aft as well right? It has to.

I wouldn't be too worried about trying to get a shorter arm under acceleration with an L03. Do you still have an open rear? How much tire is under that thing?

If you saw any difference in actual lap times or autox times with an aftermarket torque arm I would be completely shocked. I have a global west arm sitting here at the house that I have no use for on my time attack car.

Why would I want to add a whole pile of weight (unsprung and sprung) with the added benefit of extra wheel hop when downshifting? Doesn't seem like a good call to me. And I have an LB9 with a stick.

I should add that the UA arm is actually designed with giving you the best of both worlds. But from what I have read its going to require quite a bit of tuning to get right. How much better is it going to be on acceleration for the money vs using that money for something else?

 

I do understand that. However, I'm not a fan of the stock TA being bolted to my transmission.

Don't assume that what I have for an engine, rear, & tires now is what either TA will have to work with.

Theres always a first in each category. I hadn't been finding any info on these arms being used on AX cars, which was why I asked.

I've been scratching my head on this one, but if you actually add that weight while subtracting it from the front, you'd be getting closer to 50/50 weight distribution at the cost of a less responsive suspension Although I'm not sure how Spohns TA causes more wheel hop under braking. Could you elaborate on that?

Depends on what you prioritize and where you want to spend the money. I'm not looking at it from the buy a bunch of parts at once slap them on & call it done point of view. I'm planning on spending a few years on my car before I'm near finished.

 

1) Transmission mount: what's wrong with having it bolted to the transmission? You cutting 1.5 60 foot times with this thing? The only issue I have had is the transmission mount breaking which was easily remedied with an E.S. poly mount which is designed differently than a stock mount so it will not break. I'd be glad to change my mind if I ever saw someone break a tail housing outside of pure drag cars.

2)Weight distribution: I'm scratching my head on this one. How does adding a heavy torque arm take weight off the front end? If we are taking weight off the car then just take weight off the car. In the case of the spohn and the global west unit, those suckers are heavy (I cant speak for the U.E. piece, I'm not even sure they make a thirdgen unit either. ). The spohn arm (and especially the global west arm) are shorter than stock. This can contribute to wheel hop under braking. Of course this only matters on thirdgens that actually have functioning rear brakes. This won't happen unless you fix the proportioning.

3)Prioritization: I submit that your statement is exactly what you sound like you want to do. I've been on tgo a long time. I've seen these kinds of posts come and go. You'll lose interest before this grandiose plan materializes. And who can blame you? The car doesn't improve, and since most don't track their cars they never find out or even enjoy it.
You'll always have more to do to the car. My suggestion is to start with the biggest bang for the buck and work backward from there. Go to events and you'll find out whats slowing you down if you analyze it critically.

 

If you will not supply any useful information, please do not continue to post in this thread. I have neither time nor patience for those who are unwilling to supply the information I am asking about without inputting their own opinions when they are unaware of what I have planned and how long I've been planning it.

 

I'm probably giving you the most useful information of anyone on the forum considering that I run time attack events quite regularly and easily have the quickest car here on autoX type courses (I invite anyone to prove me wrong, I am in So Cal.).

But I guess you are better off listening to the guys with 225/15/70 uniroyal tires and the entire spohn catalog. Good luck!

 

Pablo, the Spohn torque is is very similar in length to the stock. Certainly not enough different do significantly change brake wheel hop. At it shortest, the Spohn piece is about 1" shorter than stock. I run mine adjusted out basically exactly the same length as stock.

My car has seen enough open track days to know that I do not have wheel hop under hard braking. This IS with functioning rear brakes. Granted the Spohn piece is heavier than stock. I cannot comment on the differences between the two on the track as I never had the car on the track with the stock piece.