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Model Panhard Bar
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OES Genuine Panhard Rod Bushing for select Infiniti QX4/Nissan Pathfinder models Sale Price: $9.69  |
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OES Genuine Panhard Rod Bushing; 1997-2003 Infiniti QX4; 1987 Nissan Pathfinder, L4 2.4L Eng:Z24I; 1987 Nissan Pathfinder, V6 3.0L; 1988 Nissan Pathfinder, L4 2.4L Eng:Z24I; 1988 Nissan Pathfinder, V6 3.0L; 1989 Nissan Pathfinder, RWD; 1989 Nissan Pathfin |
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How to Set the Panhard Bar on Your Race Car (The Racers Edge Series) |
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Learn "How To" Quickly and Easily Set the Panhard Bar on Your Race Car!If you do any kind of racing you need this book!!If you race a Modified, B-Mod, Sportmod, Late Model, Sprint Car, or any type of race car this book will help you get to victory lane!!!Learn How To:- What Your Panhard Bar Does- Panhard Bar Height- Raising Your Panhard Bar- Your Panhard Bar Angle- Axle Mount Location- Frame Mounting Location- Panhard Bar General Location- Panhard Bar Tuning TipsNascar, ARCA, IMCA, Wissota, Dirt or Asphalt, Beginner or Veteran it doesnt matter this book will fit right into your racing budget! You cant go wrong!! Learn "How To" Quickly and Easily Set the Panhard Bar on Your Race Car!If you do any kind of racing you need this book!!If you race a Modified, B-Mod, Sportmod, Late Model, Sprint Car, or any type of race car this book will help you get to victory lane!!!Learn How To:- What Your Panhard Bar Does- Panhard Bar Height- Raising Your Panhard Bar- Your Panhard Bar Angle- Axle Mount Location- Frame Mounting Location- Panhard Bar General Location- Panhard Bar Tuning TipsNascar, ARCA, IMCA, Wissota, Dirt or Asphalt, Beginner or Veteran it doesnt matter this book will fit right into your racing budget! You cant go wrong!! |
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In this article we're going to learn what is required to perfect the 5.0 Mustang's launch from the starting line. In the first installment we covered the tires. For the second installment we're going to talk about suspension modifications, you can make to get you down the quarter mile quicker and faster.
The 5.0 Mustang uses a non-parallel 4 link rear suspension. Unlike the parallel 4 link suspension used on Pro-Stock racecars and other full on racecars. Ford used the non-parallel design from the factory as a cost saving measure, because it requires less parts to function, saving production costs. But like any cost saving measure, compromises are involved.
A parallel 4 link suspension requires either a panhard bar or a watts link to keep the reared centered in the car body. The 5.0 Mustang's angled suspension arms keep the reared centered, without using any additional hardware. By using a combination of short control arms, and long control arms, both with different angles, the potential for suspension binding is very high. Ford compensated (compromised) for this by making the control arm bushings out of a soft rubber compound, that has some give to it.
Anyone who has drag raced their 5.0 Mustang knows all about wheel hop and fishtailing that these cars are notorious for. So the first thing that needs changing is the rear control arms. Ideally the car should use a control arm like the Mega-Bite Sr. which has Heim joint rod ends, to eliminate suspension slop and prevent binding. They also have the added benefit of being adjustable for length, allowing you to center your tires in the wheel well openings. It also will allow you to adjust the pinion down angle, to further adapt launch characteristics. This one suspension modification alone should make a noticeable improvement in your cars starting line antics. No more wheel hop or fishtailing, and much easier to keep in a straight line down track.
The next suspension modification that needs to be remedied is a change to an adjustable shock absorber. If funds are low you could get by with a 50/50 rear shock, and either a 70/30 or 90/10 front strut. But if funds permit, you'll be much better off in the long run with an adjustable shock/struts. Quality products are available from companies like Competition Engineering, AFCO, Koni and others. Having the ability to adjust your shock settings gives you the flexibility to adapt to future mods in the power department. If you're like most 5.0 Mustang racers you'll be adding more and more power to your car as time goes by. What works for your launch at one power level, may prove totally wrong with 50-100 more hp in your engine.
If your street/strip car is more strip than street. More aggressive suspension mods can be performed. Items such as Eibach's Drag spring set allow for much better weight transfer upon launch. Removing the front anti-sway bar is also another way to loosen up the front end for better launch at the drag strip. It's also very heavy, and removing it will shave a few pounds off the front end weight of the already nose heavy 5.0 Mustang. Stock weight bias is typically around 57/43 stock, which means 57% of the cars weight is on the front wheels. Not exactly conducive to great traction, which is why I will be addressing redistributing some of that weight in a future article.
For now I would not recommend removing the rear anti sway bar from the car. It serves a purpose, that being to help keep the rear end of your 5.0 Mustang from torquing over to the passenger side when launching. As you add more power to the car a change to an aftermarket anti sway bar or even a double bar system may be in order. But the factory rear bar will take you deep into the 11 second range and perform admirably.
Aluminum Caster/Camber plates are another worthwhile suspension mod. Caster/Camber plates are made by Steeda and others. These devices replace the flimsy factory part, Replacing the rubber bushing upper strut mount, with a much more precise ball bearing, and allow you to add additional caster to the front end alignment. Adding caster to a drag race 5.0 Mustang helps you keep the car centered in your lane and adds stability at the top end. Adjusting your alignment to provide 5-7 degrees caster will help tremendously in keeping you going straight ahead.
Replacing the factory tie-rod ends with an aftermarket bump-steer kit is another trick that will work very well for keeping you from running off the racing surface. Bump steer is the change in toe-in that your 5.0 Mustang experiences when the front end rises and falls. From the factory the Ford Mustang usually has a bit of bump steer built in. Once you start changing things it only gets worse. These pieces will need to installed at a chassis shop, but are well worth the expense, for the stability your car will receive from them.
Tune in next time when I'll address the nose heavy weight distribution of the Mustang and some possible solutions.
Tommy Gambon writes articles on a wide range of automotive and auto racing topics. He has an excellent selection of tips about drag racing. http://www.bestracingtips.com/ posted on his blog and if you need more information on the 5.0 Mustang then this is an article you should not miss.
Aston Martin 1950 DB2 - Still A Supercar
Aston Martin debuted the creation of the DB2 at the New York Auto show in 1950, it was considered to be the first genuine David Brown vehicle despite the creation of the DB1, also having his name, and very little unit produced. The initial DB2 was a 2 seater, but later on there was also a "Drophead coupe" version was created and was a huge success, accounting for more than a quarter of total sales of the DB2, 102 of this version were built. The DB2 was a civilized and beautiful looking car, but it still had the roughness of a racer. It was designed as a competition car more than a road car, because racing prototypes were built before it in 1949 and successful in races entered.
The DB2 had an aluminum body over "Tubular Steel Spaceframe" chassis with handcrafted panels, as it also featured a hinged front sector consisting of the nose, hood, and both fenders being able to tilt forward for easy engine approach, this was a racetrack design. And in 1951 the simplistic three-pice grille was exchanged for a more stylish singular one. The dimensions of the car are a weight of 1134kg, a wheelbase of 2515mm, a front and rear track of 1372mm, a length of 4299mm, a height of 1359mm, and a width of 1651mm.
The transmission is an original David Brown four speed manual and had an option of either a floor positioned shifter or a steering column. The front suspension of Trailing Arms with shock absorbers, an anti-roll bar, and coil springs, the combination was quite unusual at the time. And the back suspension consisting of a live axle with coil springs, Panhard Rod for high side pressure, and radius arms. Both front and back brakes are "Girling Hydraulic Drums" with a size of 305mm on either end. The wheels of the car are front housed and very large with 38cm centre locked wire, outfitted with original Dunlop tyres with front size of 5.75 x 16, and rear size of 6 x 16.
Aston Martin did have at the time excellently designed chassis, and the Lagonda team brought with them a brilliant design for a brand new engine. The design of the engine occurred under the immediate supervision of the renowned W.O. Bentley, who has been Lagonda's technical director since 1935.
David Brown had been inspired by those facts, and a bright idea of modifying the DB1 chassis to hold the bigger Lagonda engine and transmission, the resultant was spectacular blend of technologies. The multi-tube chassis was a great leap from the DB1, and so was the newly designed 2.6 litre Lagonda I6 with a dual overhead camshaft straight 6 engine. The engine was water cooled, and made out Cast Iron and positioned front longitudinal, with natural aspiration. It displaced 2580cc (157.4cu in) with a horsepower of 105bhp (93kW) at 5000rpm with a torque of 169.48 Nm (125 ft-lbs) at 3100rpm. The top speed of the car 110mph (177km/h), and accelerated 0-60 in 11 seconds. The fuel system was feed through "Twin SU Carburetors. The valvetrain was made of DOHC with 2 valves per cylinder.
The DB2 prototypes had a successful racing report entering the 24 hours of Le Mans its first year, and placing third overall in the Spa 24 hours race with a modified model. Those prototype models where later taken to form the rest of the DB2 series of cars. The Aston Martin DB2 did not reign long, and it was given no time to establish itself as a monster of cars, as it was replaced in 1953 by the much more purified DB2/4. But the DB2 was the initial one to bring back success and sales to Aston Martin, and would always be considered the singular model to make a giant, and be the milestone for all future Aston Martins. A total of 411 DB2s were produced between it inception and its displacement.
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2011 Ford Mustang
MALIBU, Calif. -- We follow a trail of asphalt through Malibu canyons like Encinal and Zuma on a wheel-squealing romp across the Santa Monica Mountains in a pumped-up 2011 Mustang GT coupe.
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