Wizard
Don, everything was explained several years ago in the minutest detail on the Rover forum on Outerlimits and the 'Members Vehicle' forum on lr4x4.com ,but you need to be a member there for some BS reason to access the members section, so it can't be linked to.
Rather than repeat it all here,probably best you call in sometime and lay under the truck for a while and it will all become clear.There's no magic or rocket science involved. just straight forward, simple, basic and cheap (because i'm a pauper) engineering.
The front tyres are on back to front because this is a tool as well as a toy, and in winter I regularly winch a lot of trees out of the ground and then drag them in reverse gear to a central fire site for burning.
The rear springs are transit fronts. the rear drop shackles are made from old scrap army Landy 2 stage jacks. the forward end of the spring attaches to pivoting drop down hangers, just visible in your blown up photo.Torque reaction and for/aft axle location is controlled by a 'Tripod' (one link) pivoting from the t/case crossmember.Lateral location is by the leaf springs,ie even during articulation there is always at least one forward spring hanger in the laterally rigid position, thereby precluding the need for a rear panhard rod,the geometry of which, would be real crap at those angles anyway.
The front suspension linkage is what's called a 3 link plus panhard rod arrangement. there is a top link above the diff to control torque reaction.
Incidently, that ramp is sitting on loose top soil and was surmounted in rear wheel drive with difflock disengaged.Had the ramp been longer it would have gone further.So anyone who criticises suspension flex as a **** because they see dangling ,drooping wheels as having little or no traction are not necessarily correct.That may be the case with many examples, but not with this one.Offroad stability is another consideration.Imagine how unstable that vehicle would be by locking the suspension so it couldn't flex and then driving the front wheel to the top of that ramp.As it was it would take the strength of 4 men lifting on that front wheel to topple the truck over.
There was so much happening at the trials on Sunday that I forgot which vehicle it was that several helpers had to prevent it from falling on its side due to instability caused by insufficient articulation.I would have liked to study that in a bit more detail because the same cross axle obstacle merely caused most other vehicles participating in the event to lift wheels and/or lose traction.
As to Dianas point about the points score formula for ramp competitions taking into account wheelbase and track widths. We don't do RTI scores because it is meaningless in the real world. Cross country terrain doesn't give a stuff or make adjustments for how long or wide your wheebase is. Your vehicle either has the ability and stability to overcome the obstacles or it is winch and tether time.
According to my protractor, an increase in trackwidth of 10'' gives an increase of approx 7'' vertical height of the upper wheel if the axle was tilted to 45 degrees.Or only 3'' with the axle tilted at 22 degrees, which happens to be the angular limit of the standard rear A frame ball joint.
Bill.
Master
Subscriber
Still reckon the duals looked tougher bill.
How are Nigel and tim's (son, not hood) trucks going??
Any changes since initial builds?
I find the rti calculation invaluable!!!!!
You never know when you may have to wheel through the valley of forklifts and ramps!
Remember zombies are coming and they know there trig!!!!!!!!!!
David
Master
Don't be so modest.Originally Posted by wagoo
Now that is magic.
Swaggie
Well said. I think this answers the original question.
Bill - are you able to cut and paste your posts from the other fora on here?
Wizard
I can't Ben.But my 6 month old grand daughter probably can.
I'll ask my daughter when she's home.She told me how once, but it went in one ear and straight out the other and didn't slow down as it passed through the mush in between.
Bill.
David. I haven't seen Nigel or Tim for over a year. Tim has become more interested in long distance touring in his GU Nissan, so there is a very capable fully engineered portalled 110 ute lying idle most of the time.
Wizard
I made a pair of difflocks for a mates 101 years ago, and when testing in wet, slippery and twisty terrain it was found even with both locks engaged and on new Silverstone MT117s to be less capable than the Landy pictured above with both locks disconnected.
The only way we could get that 101 to perform to a satisfactory degree was to disconnect the antiroll bar.
Bill.
ForumSage
Bill, how do you think the 101 would have faired with say 500-700kg payload?
Swaggie
Bill, when you have the other forum post open:
1. Hold down "Ctrl" key, then press "A" (selects all text)
2. Hold down "Ctrl" key, then press "C" (copies everything you have selected)
3. Hit the "reply" button on here
4. Click inside the text box and Hold down "Ctrl" key, then press "V" (pastes all you have copied)
Wizard
That no doubt would have improved articulation Serg, but widely spaced overslung parabolic springs, intended to give stability with a 1 ton payload on a high platform are probably never going to flex al that well in a cross axle scenario.
Bill.
ForumSage
Who needs a ramp ....What about this ??
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