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Open Track Racing
cobra irs vs solid axle
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<blockquote data-quote="WP64" data-source="post: 7476212" data-attributes="member: 75984"><p>I'm running a Griggs Racing built World Challenge cambered 8.8 rear-end which is the same rear-end that they install in their AI and AIX cars; a torque arm, adj. Watts link, adj. sway bar and adj. Koni coil overs are also part of this rear suspension. Although I have not driven a IRS SN95 Mustang on the track, I have driven and raced BMW's, Datsun Z's and a 928 Porsche with IRS and my Griggs rear suspension set-up leaves nothing to be desired in comparison to these other cars.</p><p></p><p>Most racers know about torque arm/Watts link solid axle set-ups, few racers know about this type of cambered, solid axle rear-end, though I'm sure some here do. Here is a discription of the Griggs World Challenge cambered 8.8 rear-end:</p><p></p><p><em>Griggs starts with a 8.8 GT SN95 or S197 rear-end, they gut it, place it in a jig and cut off the stock axle ends, pre-fabed aftermarket 9" Ford axle ends (9" Ford backing plate with a 2"L x 3" ID tube welded to it) are fitted over the axle tubes on each side, and the angle (-0.75 degrees camber) and the attitude (as it relates to the pumpkin) is set in the jig and the new axle ends are welded to the axle tubes. To visualize -0.75 degrees of camber, if all you drove was a straight line the inside of the tires would wear first. Before it comes off the jig all unused flanges (spring and bump stop flanges) are removed, they are not needed with the Koni coil-overs. The rear-end is sent to powder coating for painting.</em></p><p><em></em></p><p><em>Custom length 9" Ford axles (no 'C' clips) with 3" ARP Grade 10.9 NASCAR studs are ordered from Moser and mated to a DPI Platinum series half-tight torque biasing differential with FRPP 3.73 gears, all new bearings and seals are installed and a Moser main cap stud kit is also used. A modified TA axle girdle with long main cap support bolts (to mount the Griggs Watts link plate) rounds out the job.</em></p><p></p><p>IMO, if done right, a solid axle rear-end set-up will leave little to be desired when compared to a IRS set-up, but to do it right it will typically cost just as much as a built IRS rear-end set-up, probably more... </p><p></p><p>[ATTACH=full]955518[/ATTACH]</p></blockquote><p></p>
[QUOTE="WP64, post: 7476212, member: 75984"] I'm running a Griggs Racing built World Challenge cambered 8.8 rear-end which is the same rear-end that they install in their AI and AIX cars; a torque arm, adj. Watts link, adj. sway bar and adj. Koni coil overs are also part of this rear suspension. Although I have not driven a IRS SN95 Mustang on the track, I have driven and raced BMW's, Datsun Z's and a 928 Porsche with IRS and my Griggs rear suspension set-up leaves nothing to be desired in comparison to these other cars. Most racers know about torque arm/Watts link solid axle set-ups, few racers know about this type of cambered, solid axle rear-end, though I'm sure some here do. Here is a discription of the Griggs World Challenge cambered 8.8 rear-end: [I]Griggs starts with a 8.8 GT SN95 or S197 rear-end, they gut it, place it in a jig and cut off the stock axle ends, pre-fabed aftermarket 9" Ford axle ends (9" Ford backing plate with a 2"L x 3" ID tube welded to it) are fitted over the axle tubes on each side, and the angle (-0.75 degrees camber) and the attitude (as it relates to the pumpkin) is set in the jig and the new axle ends are welded to the axle tubes. To visualize -0.75 degrees of camber, if all you drove was a straight line the inside of the tires would wear first. Before it comes off the jig all unused flanges (spring and bump stop flanges) are removed, they are not needed with the Koni coil-overs. The rear-end is sent to powder coating for painting. Custom length 9" Ford axles (no 'C' clips) with 3" ARP Grade 10.9 NASCAR studs are ordered from Moser and mated to a DPI Platinum series half-tight torque biasing differential with FRPP 3.73 gears, all new bearings and seals are installed and a Moser main cap stud kit is also used. A modified TA axle girdle with long main cap support bolts (to mount the Griggs Watts link plate) rounds out the job.[/I] IMO, if done right, a solid axle rear-end set-up will leave little to be desired when compared to a IRS set-up, but to do it right it will typically cost just as much as a built IRS rear-end set-up, probably more... [ATTACH=full]955518[/ATTACH] [/QUOTE]
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