Design Project C

A few years back a new craze began sweeping the east coast that blurred the lines of hot
rodding. A costal area full of cancerous rust and deterioration, enthusiasts gave a cold shoulder to
the high dollar rods on the magazine pages, and build down right cool rides out of what they had.
Some argue that this is what hot-rodding is all about, but others deemed the “ratty’ looking sleds
pulling into shows a disgrace and a danger not only to their occupants, but to others on the road.
While there may be some merit to the comments of some about the ‘ratty’ style in which
these rides are put together, a true ‘rat rod’ may be unfinished and a bit rough, but to those with
the eye to look, they are works of art. Not tied to boundaries of original design, it is exciting to see
the creativity and ingenuity used on these vehicles. This new genre applauds the abnormal, and
cheers the unorthodox. Builders, in true hot rodding fashion, are using what they have, and
building what they don’t, to assemble fully functional vehicles, with a look all their own.
But all is not lost on the seemingly thrown-together designs. Many spend countless hours
developing what may look like simple components that preform better than the high dollar rides
that look down on them. This fascination with simplicity, is what drives many to build their ride with
just enough to make it work. Much thought goes into hiding the necessary, and leaving a just
enough to make others wonder; “How is this even driving?”

Design Intent: Design a front suspension for a ‘rat-rod’ that appeals to a mantra of
simplicity. Where components will be visible, use traditional parts; but develop a creative
approach that will leave the front suspension isolated as the focal point of the front of the
vehicle. Design must be functional for street use, and use existing components where
possible.
 Design Project C
Diagram

Assumptions
1. Volkswagen torsion bars can withstand a 400pd spring rate.

2. Volkswagen spring plates are mild spring steel.

3. Full suspension travel required is less than 4in.

Governing R = lever radius (m)

Equations D= bar outside diameter (m)
L = bar length (m)
ka = Stiffness (Nm) G = Modulus of Rigidity (N/mm2)(m)
τ = Allowable shear stress

Maximum Load Pmax = π D3 τ /(16 R)

Calculations D = 22mm Using 1961-68 Vw Beetle Steel Torsion Bar

L = 552.45mm Ka of Steel = aprx. 1,200,000
Pmax = Apr. 360pds
Find R:
360pds/in = π (.866)3(1,200,000) /(16 R)

R = 8.975

Solution The actual spring rate required must account for the distance that the lever attaches to the
Check axle away from the wheel. This is known as ‘wheel-rate’, and is found by taking the square of
the ratio of travel of the wheel vertical travel/shock vertical travel times the spring rate.

Discussion Because the nature of an non-independent front end, the wheel rate equations are only
applicable under equal travel of both front wheels. The wheel rate, however, is commonly
experienced 20-30pds less than the spring rate arm is mounted inboard as designed. The
torsion arm, therefore, is adjustable to accommodate for desired wheel rate.
 Review: Design Project C

Design Intent: Design a front suspension for a ‘rat-rod’ that appeals to a mantra of simplicity.
Where components will be visible, use traditional parts; but develop a creative approach that
will leave the front suspension isolated as the focal point of the front of the vehicle. Design
must be functional for street use, and use existing components where possible.

Was the The assembled model was not as functional as I would have liked. While it was complete
Project enough to test the design of the torsion bar placement, I would have liked to added a Watts
Completed? Linkage and shocks to the assembly, and evaluate conflict while the front suspension was
allowed to twist.

Did the project The suspension uses a traditional I beam front axle and brakes, while incorporating torsion
meet the bars that were not used for most vehicles for that era. The design uses existing parts,
Design Intent? modifying them within the bounds of their original intended design. The front axle will hang
forward aprx 6in from the frame, and allow for a seemingly ‘floating’ design independent from
traditional design used thus far.

What changes The spring plates are required only to deliver a downward force of 360pds. While this is within
might you the constraints of the original volkswagen design, a new spring plate may be fabricated from
make to your thicker material that would remove all flex from the plate. It is yet to be determined if this flex,
design? when used in conjunction with the shackles urethan bushings, is required.

What The SolidWorks assembly constraints were critical in this projects design. Because many of
SolidWorks the components were dependent on the interaction and motion of other parts, learning the
tools were in’s and out’s of the ‘mate’ tool was inevitable. The drawings for the project relied highly on
most the use of different configurations, and linking the the ViewStates to those configurations. This
beneficial in was helpful in hiding different sections of the main assembly so that the desired views could
designing this be obtained.
project?

Did you meet This project was an excellent practice in manipulating assemblies, and using both ‘top-down’
the objectives and ‘bottom-up’ design practices. The front axle, wheels, and spindles were modeled by
outline in the another user, and used as a working base to design the suspension. Using these parts was an
Project effective way to address the problem quickly without wasting time developing a base model.
Proposal? Basic calculations were employed to determine the arm length, as well as evaluation of the
spring plates strength using SimulationXpress/COSMOSXpress.
 Peer Review: Design Project C

The majority of the parts for this project were acquired from a long time friend and hot

rodding enthusiast who has spent a good portion of his life building and designing cars. I

took copies of my project, as well as the parts I had fabricated thus far, to his shop to see

what he thought about the feasibility of my design, and what problems he might foresee

that i had overlooked.

! We discussed the design and will re-evaluate once the following has been

addressed:

- Use of Watts Linkage to alleviate side to side stress on the spring plates.

- Identify whether or not spring plates are required to twist, possibly fabricate thicker plates.

- Use urethane bushings at torsion bar mounting locations to transfer twist.

- Determine heim joint capabilities for split wishbone dependent on width of transmission

output shaft used.

Overall, we determined the components to be sufficient for the design, and were quite

pleased with the look that we would achieve. I suggested the adjustability of the spring

plate arm to compensate for wheel-rate fluctuations, but the majority of these will be

dampened by the additional effects of the Watts Linkage.