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You mean the lower ball joint mount? Are these known for flexing or breaking? I’ll definitely consider it.
And I’d more than likely copy it so it’s a drop in part. I have looked at the triumph suspension to find out camber curves and caster angles but haven’t looked at bump steer yet as I haven’t had the time to model up the steering rack and subframe fully yet, I just have a half-ok representation of the suspension mounts and arms.
And this would be a direct replacement for the stock triumph upright. Which can be used with the Sprintspeed stub axles to use a Ford Escort RS hub, either alloy or iron. And I’d never heard of a larger bearing stub axle available for the Dolomite till someone here mentioned it so if the GT6 one works, I’d go with their knowledge and judgement. And seeing as the ST parts for the triumph seems to be just parts off other triumphs, I’d guess that it’s likely that the better hub axles would be GT6
Yes I meant the Lower Ball Joint/Steering arm.
I haven’t heard of any breaking.
It just looks like you need more support around these points.
Billet alloy would be the best and strongest to machine from but not the cheapest.
Are you machining the final part.
Depends on need I guess. If more people wanted them, can look around and price up billets but for prototypes and for a one off, I was going with a fabricated design so only a few small pieces would be machined, such as the centre taper bore and the upper ball joint taper as getting them knocked out on a lathe would be much cheaper/easier than getting the full thing milled.
And to be honest, the strength difference between them, all other things being equal, would be marginal. If you wanted the lightest possible uprights which had only as much strength as necessary, billet would be the way to go, but that would cost a good bit compared to a fabricated set which should work to the same strength as factory.
And as this is all for weight saving anyway, I’m trying to take as much out anyway, such as making the uprights handed so the disc shield mounts aren’t the same strength as the brake callipers mounts.
As much as I’m in awe of the engineering that went into the dolomites suspension, from a design-vs-cost standpoint, it’s left a whole football field sized area for improvements on the table. Things like:
- the uprights aren’t handed so you only need one tooling
- the 3-piece upper arms so you only need 2 sets of tooling
- make 4-5 different cars using the same basic structural design for 15 years but allows for RWD, FWD, AND AWD
And that’s my end goal for my car at least, find where the bean-counters prevented development and go as far as I can without resorting to remortgages or making a Dolomite not a Dolomite anymore. Kind of like the Alfaholics GTA 290, but I’m skipping on trying the engine side haha