[DeTomaso] Chassis

[John McKee]

Bud,

You state a much clearer version of what I was trying to describe.

;o)
John

-----Original Message-----
From: DeTomaso [mailto:detomaso-bounces at server.detomasolist.com] On Behalf Of B Hower via DeTomaso
Sent: Saturday, August 19, 2017 1:00 PM
To: Stephen Nelson <steve at snclocks.com>; 'Joseph F. Byrd, Jr.' <byrdjf at embarqmail.com>; detomaso at server.detomasolist.com
Subject: Re: [DeTomaso] Chassis

FWIW, I have some brand new offset bushings here. New spindles were provided and length is ~1.847" while length of bushings (two haves over spindle)are1.780. Provided instructions tell you to lightly scuff ID of A-Arm to prevent bushing from rotating inside A-Arm. To lube outer diameter of spindles/inside diameter of bushings. 
Also to clean up inside of mounting tabs, lube tab inner surface and to check after installation that when A-Arm is rotated the bushing moves with it. The length of spindle is designed to be clamped between tabs with bushing rotating between tabs and rotating on spindle. Torque 58-60 lbs Any one wanting more on this contact me off forum.
Have a great day and smile
Bud #3400 ( Drive it like there is no tomorrow -- for there may not be ! )

      From: Stephen Nelson <steve at snclocks.com>
 To: "'Joseph F. Byrd, Jr.'" <byrdjf at embarqmail.com>; detomaso at server.detomasolist.com
 Sent: Saturday, August 19, 2017 9:02 AM
 Subject: Re: [DeTomaso] Chassis
   
Wow - that is a novel thought - leave suspension bolts looser than spec'd by the manufacturer.  Wow.  If I were you I would talk to Dennis at Pantera Performance.  And then I'd polish the inside of the A-arm ends where the bushings are meant to rotate and tighten to design specs.

Just my thoughts...

Stephen

-----Original Message-----
From: DeTomaso [mailto:detomaso-bounces at server.detomasolist.com] On Behalf Of Joseph F. Byrd, Jr.
Sent: Saturday, August 19, 2017 6:01 AM
To: detomaso at server.detomasolist.com
Subject: Re: [DeTomaso] Chassis

I should not question the design of others for a case where I have no experience, BUT my observation of a design that allows structural members ( the through bolt and side tabs) to have freedom would eventually allow the bolt to "beat out" the hole in the tabs and "notch" the bolt shank.

The use of a sleeve so the bolt can be securely tighten, allowing rotation between sleeve/bushing AND limiting the amount of compression of the bushing faces.  Even this improvement still uses a structural member (the tabs) to be a wear surface.  Adding flange faces to the sleeves would then contain all "wearing" to replaceable components.

Joe

-----Original Message-----
From: DeTomaso [mailto:detomaso-bounces at server.detomasolist.com] On Behalf Of John McKee
Sent: Saturday, August 19, 2017 1:51 AM
To: 'Mike Drew'; 'Larry Weston'
Cc: detomaso at server.detomasolist.com
Subject: Re: [DeTomaso] Chassis

I am not certain what the design intent of the stock rubber bushing was but I think the poly bushings are intended to act like a thrust bearing if I understand that term correctly. The suspension mounting tabs pinch down on the radial end surface of the bushing something like an old time friction shock. Yes the bushing could spin on the shaft but the main movement or path of least resistance should be at the ends.
I had Dick Drenske make me a set of bushings out of Delrin and he told me to coat the ends with anti-seize as that was the surface you want to have moving.  Much like the shocks, you do not want to over tighten the tabs so he had me use new nylock nuts and tighten to 20 ft.lbs. I also polished the mounting tab surfaces smooth and gave them a light coat of sacrificial paint to keep the rust off before adding a liberal amount of anti-seize.
I have yet to complete my car and put any miles on them but I know he had made Delrin bushings for his convertible Longchamp (beautiful car) and he also put a set on the front end of Dawg's Phoenix.

John

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