Rear Suspension Question
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Posted for a friend:
"I am assembling the chassis for a series 2 Elan, body off. I have installed new struts, new a arms, and re used the stock springs. The brake rotor binds against the lower a arm on both sides. I am baffled, as all seems to be assembled correctly. Is this a function of the body and its weight not being applied? Or am I overlooking the obvious?"- Paul
"I am assembling the chassis for a series 2 Elan, body off. I have installed new struts, new a arms, and re used the stock springs. The brake rotor binds against the lower a arm on both sides. I am baffled, as all seems to be assembled correctly. Is this a function of the body and its weight not being applied? Or am I overlooking the obvious?"- Paul
Mike
- elancoupe
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Paul/Mike
The long bolts (3.25") go through the rotor with the top hat portion of the bell facing outboard. Then through the axle stubshaft and finally into the donut. A photo would be more helpful or there is a good exploded view in the manual on page D6 of X036T0327Z Oct. 1972
Gary
The long bolts (3.25") go through the rotor with the top hat portion of the bell facing outboard. Then through the axle stubshaft and finally into the donut. A photo would be more helpful or there is a good exploded view in the manual on page D6 of X036T0327Z Oct. 1972
Gary
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garyeanderson - Coveted Fifth Gear
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Does your friend have a CV joint rear suspension? Some of these seem to allow the rotor to contact the wishbone at full droop. I'm fabricating limit straps to solve this interfrence.
Art
26/4934
Art
26/4934
Art Frederick
S2 Roadster, built in 1965, registered in 1966, No. 26/4934
Nothing else of interest at present
S2 Roadster, built in 1965, registered in 1966, No. 26/4934
Nothing else of interest at present
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frearther - Fourth Gear
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"Does your friend have a CV joint rear suspension? Some of these seem to allow the rotor to contact the wishbone at full droop. I'm fabricating limit straps to solve this interfrence."
Art, I'm not sure I understand what you are saying here?? To move the position of the rotor/brake disc in relation to the wishbone you would have to modify the outer stub axle yoke.
The rotor/disc moves up and down with the stub axle so it has no effect on the disc position relative to the wishbone if you are on full droop or not.
I would guess if Paul's friend is having a problem with the rotor/disc to wishbone clearance then either:
He has the wrong rotors/discs
or He is trying to fit them on the wrong side of the driveshaft yoke
or The rear bearings/stub axles are not correctly fitted so the yoke is in the wrong position relative to the wishbone
Is it the same both sides?
Art, I'm not sure I understand what you are saying here?? To move the position of the rotor/brake disc in relation to the wishbone you would have to modify the outer stub axle yoke.
The rotor/disc moves up and down with the stub axle so it has no effect on the disc position relative to the wishbone if you are on full droop or not.
I would guess if Paul's friend is having a problem with the rotor/disc to wishbone clearance then either:
He has the wrong rotors/discs
or He is trying to fit them on the wrong side of the driveshaft yoke
or The rear bearings/stub axles are not correctly fitted so the yoke is in the wrong position relative to the wishbone
Is it the same both sides?
John
No longer active on here, I value my privacy.
No longer active on here, I value my privacy.
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nebogipfel - Coveted Fifth Gear
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CV's are irrelevant, its still brake rotor, axle shaft then CV adapter plate. I was looking at my S2 with CV's. The CV is inboard of the axle and rotor.
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garyeanderson - Coveted Fifth Gear
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Realize that the donuts prevent the struts from going to full droop normally by about two inches from the bottom of travel IIRC. The tubing of the a-arm is very close to touching the rotor if all is well. I'd be asking for those missing dimensions of the a-arm which the manual fails to depict fully in Section D, page 4. Assuming nothing is correct is the best practice approach to take here.
- type26owner
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I just went out to the garage and jacked up the rear, No cv's installed and suspension at full droop and it does not interfer with the rotor. They are Spyder lower arms but dimentially they arn't any different. It still brake rotor, axle shaft and then the adapter plate or donut.
LEFT Hand Side
000!
00/
*!A D
*!A D
00\
000!
* bolt
! rotor
A axle
D donut or CV
0's are just for space otherwise they just stack on the left column
LEFT Hand Side
000!
00/
*!A D
*!A D
00\
000!
* bolt
! rotor
A axle
D donut or CV
0's are just for space otherwise they just stack on the left column
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garyeanderson - Coveted Fifth Gear
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CV's are irrelevant So is the fact that the suspension can go to full droop
Nobody (and certainly not Colin Chapman) would design a car so that the brake rotors/discs fouled the wishbone on full suspension travel!
Nobody (and certainly not Colin Chapman) would design a car so that the brake rotors/discs fouled the wishbone on full suspension travel!
John
No longer active on here, I value my privacy.
No longer active on here, I value my privacy.
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nebogipfel - Coveted Fifth Gear
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Lots of interesting input, thanks guys.
My curiousity was sufficiently raised that I went out and jacked up my own Elan (correctly assembled and with cv's) At full droop, the rotor hits the lower a arm on the front side near the outboard end of the diagonal tube. I guess it is moot point as to whether or not the rotor hits at droop, as the cv's would be locked anyway....
As noted by Keith, donuts limit suspension travel, so this does not occur on a stock car.
TTR sells shorter travel rear struts to stop cv lockup, my assumption is that rotor interference would be eliminated as well.
My curiousity was sufficiently raised that I went out and jacked up my own Elan (correctly assembled and with cv's) At full droop, the rotor hits the lower a arm on the front side near the outboard end of the diagonal tube. I guess it is moot point as to whether or not the rotor hits at droop, as the cv's would be locked anyway....
As noted by Keith, donuts limit suspension travel, so this does not occur on a stock car.
TTR sells shorter travel rear struts to stop cv lockup, my assumption is that rotor interference would be eliminated as well.
Mike
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