Advantages/ Disadvantages of IRS..
09-11-2011, 07:05 PM
#51
4th Gear Member
Join Date: Mar 2010
Location: GA
Posts: 1,232
^ Good question....
The SRA will pick up some weight for sure, as the UCA's are the only thing removed and certainly don't weigh nearly as much as a PHB or WL with TA.
The one big thing of which I don't know, in regards to the IRS, would be the RC. My guess is it would be the center of the pumpkin, as it is stationary. Interesting thread, to be sure
Jazzer
The SRA will pick up some weight for sure, as the UCA's are the only thing removed and certainly don't weigh nearly as much as a PHB or WL with TA.
The one big thing of which I don't know, in regards to the IRS, would be the RC. My guess is it would be the center of the pumpkin, as it is stationary. Interesting thread, to be sure
Jazzer
09-11-2011, 07:24 PM
#52
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Join Date: Jun 2006
Location: SF Bay Area
Posts: 9,235
The difference in weight is 75lbs, as measured by a guy in the link posted by stangalator. This is consistant with what I have heard over the years. BUT.... much of that weight is no longer sprung, so the springs/shocks don't have to work soo hard to control it. This is a big advantage and should not be under estimated.
I would agree that much of the weight gained with building an IRS would be the brace. I doubt that upgrading axles, going CO's and improved bushings would make much difference either way.
Jazzer
I would agree that much of the weight gained with building an IRS would be the brace. I doubt that upgrading axles, going CO's and improved bushings would make much difference either way.
Jazzer
09-11-2011, 07:39 PM
#53
4th Gear Member
Join Date: Mar 2010
Location: GA
Posts: 1,232
The difference in weight is 75lbs, as measured by a guy in the link posted by stangalator. This is consistant with what I have heard over the years. BUT.... much of that weight is no longer sprung, so the springs/shocks don't have to work soo hard to control it. This is a big advantage and should not be under estimated.
I would agree that much of the weight gained with building an IRS would be the brace. I doubt that upgrading axles, going CO's and improved bushings would make much difference either way.
Jazzer
I would agree that much of the weight gained with building an IRS would be the brace. I doubt that upgrading axles, going CO's and improved bushings would make much difference either way.
Jazzer
09-12-2011, 06:01 AM
#54
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I don't know where the extra weight is concentrated, but the IRS has a set of twin-"A" arms (not sure of their specific names) and is probably most of it. The dogbone is probably only a couple pounds, never weighed one.
Jazzer
Jazzer
09-12-2011, 09:34 AM
#56
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This is a plus for a hardcore road/track dood/doodette
Griggs racing adds neg. camber to their SRA's, via some custom welding work on the ends of the axle. I had actually debated doing this myself, but have more rear grip that I could have ever imagined.
Jazzer
Griggs racing adds neg. camber to their SRA's, via some custom welding work on the ends of the axle. I had actually debated doing this myself, but have more rear grip that I could have ever imagined.
Jazzer
09-12-2011, 04:40 PM
#57
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Join Date: Apr 2008
Location: New York
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How can you add camber to a SRA via welding the end of the axle housing? seems like the differential would have to be custom to aim the axles upward a little to get that to work right?
09-12-2011, 04:44 PM
#58
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09-12-2011, 05:01 PM
#59
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I can't spell voilą, dammit! You've now got like 1* of neg camber out back Jązzer
09-12-2011, 05:19 PM
#60
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They cut-off the ends of the axle tubes and move it upward like 3/4" or so. Just enough to avoid the axle itself from hitting the top/inside of the tubes. Weld up the openings on the top/bottom of the tubes and vwallah.... er, walla.... viola I can't spell voilą, dammit! You've now got like 1* of neg camber out back
Jązzer
I can't spell voilą, dammit! You've now got like 1* of neg camber out back Jązzer