How to Build a Better Off-Road Trailer Suspension
Suspension Components. Let’s have a look at the components that make up a suspension. Tires. As the first point of contact with the road, the tires work in conjunction with the suspension geometry and weight transfer dynamics to provide grip. Oct 11, · How to Build a Suspension Mountain Bike Step 1: Materials and Parts. The goal of this project was to keep it as low cost as possible and use materials and parts Step 2: Modifying the Rear Triangle. Originally the rear end was used on one of the old Scwinn Buell bikes- .
Towing a trailer in the bush has always been a problem because of the limitations associated with the suspension. The main problem, of course, is the through-axle. It remains the most vulnerable to any rocks and tree stumps along the trail. Our story began about 10 years ago.
The US military had how to write a unix shell script problem. Trailers that were used to how to touch her boobs up the injured on the battlefield had — you guessed it — limited use, i. The medics needed a trailer that could go anywhere, even on rough terrain.
A company in Oregon contacted Timbren back in wanting to know if we could provide a solution for the military. After several months of phone calls and emails, we offered them an original idea for their prototype.
Our friends in Oregon liked the proposal, but they failed to win how to copy protected cds contract. So, at the end of the day, Timbren had a really cool idea for a trailer suspension.
And so began the task of refining a good idea to make it great. This design is an original idea, the first of its kind. As you have probably guessed, the concept is simple.
It involves eliminating the through-axle. The obvious benefit from having no axle is, of course, extra ground clearance.
Another Axle-Less advantage is both wheels can move independently of each other. For that reason, the Axle-Less design provides a quiet, smooth ride at all times. The hanger facilitates a simple, bolt-on installation. Each hanger comes with 3 laser-cut holes. These holes can be used as a template to mark the frame where the holes need to be drilled. The steel pipe can be bolted or welded in place. Control arms are a critical component of an independent suspension system, controlling the motion of the wheels.
Simply put, they allow the tires to smoothly move up and down. Without them, the ride would be rough. The control arm on the Axle-less suspension holds the jounce spring, the rebound spring and the outboard arm in place. Premium urethane bushings help to fasten the control arm to the hanger. Small grooves have been machined into the bushings allowing grease to lubricate the pivot point. The urethane bushing provides added quietness to the suspension.
Its unique wedge-shape design works perfectly with the up and down motion of the control arm. Made entirely of natural rubber, the jounce spring delivers a perfect combination of strength, stability and smoothness.
This small, somewhat hidden spring puts constant tension on the much larger jounce. The result? Full or empty, the trailer always maintains a smooth ride, and will never bounce around like a typical leaf-spring trailer suspension. The unique characteristics of a hollow rubber spring apply to the rebound: Progressive spring rate and shock absorption. Both jounce and rebound springs contribute to a quiet, controlled ride even on rough terrain.
The last piece of the suspension puzzle is the spindle. Before the suspension can be bolted to the trailer frame, the outboard arm must what is an ocean ecosystem be bolted to the control arm. The outboard arm comes with built-in camber. Metal shims are also included to make any necessary adjustments as you bolt the what to do for diarrhea in elderly in place.
If the spindle gets damaged, replacing it is a snap. Just undo the four bolts, remove the damaged arm, and bolt the new component back on to the control arm.
The EZ-lube spindles are also easy to maintain. Since its award-winning debut, the Axle-Less trailer suspension has captured the attention of the off-road community. And why not? This clever design is pure genius! Interest has grown so much lately that Timbren plans to expand their operation in order to better meet the growing demand.
The Axle-Less is basically five components that work together to produce what many agree to be a better off-road trailer suspension.
More Info. How to Build a Better Off-Road Trailer Suspension The Problem Towing a trailer in the bush has always been a problem because of the limitations associated with the suspension. But what do you call such an invention? The Concept This design is an original idea, the first of its kind. Components Steel hanger Since there is no axle, where do the wheels go?
On the frame, of course! Control arm Control arms are a critical component of an independent suspension system, controlling the motion of the wheels. Outboard arm The last piece of the suspension puzzle is the spindle. Conclusion Since its award-winning debut, the Axle-Less trailer suspension has captured the attention of the off-road community.
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Normal Piston Suspension Guide
Sep 14, · Suspension Stiffness: ; Suspension travel: 0; Turn Radius: 30; Making the Base; Making the Base Start with a 5x6 Scalable Brick 1s. Add a driver's seat and an engine. Add a 1x6 Scalable Cube and a 1x1 Scalable Cube. Add a 1x4 Scalable Brick 1s. Now the Base of the vehicle has been finished. Making the Suspension Add pistons. Nov 13, · The initial construction procedure of a suspension bridge involves the construction of the piers or towers following the traditional methods, that is, from foundation to superstructure. In parallel with the construction of towers, the anchor blocks are fixed on both ends of the bridge in order to anchor the main supporting cables. How to Build a Better Off-Road Trailer Suspension. The Problem. Towing a trailer in the bush has always been a problem because of the limitations associated with the suspension. Even if you own a great off-road vehicle, it’s the trailer that presents a challenge. .
Many versions of suspension have been created over time to resolve deficiencies, but in general they all seek to control the movement of the tires in three ways:. As the first point of contact with the road, the tires work in conjunction with the suspension geometry and weight transfer dynamics to provide grip.
Many different types of tires exist, but every tire relies upon its contact patch with the road Shown in diagram T1 below to create the friction needed.
Generally, the larger the contact patch, the larger the amount of friction created. Diagram T1. Tire contact patch which contacts the road surface. This coefficient indicates the lateral grip the tire is capable of providing for a given weight being placed on it.
Racing slicks tires with no tread are very high Cf tires, in the range of 1. Street treaded radials, on the other hand, rarely even approach a 1. If you were to place lbs weight onto a tire with a Cf of 1. Without aerodynamic aids to add to apply further weight to the tire, the vehicle could almost achieve a 1G turn.
The wheel is what the tire mounts on and each type of wheel has its own particular characteristics depending on its width, diameter and construction materials.
Alloy wheels can be constructed to very minimal weights, as alloying materials such as aluminum and magnesium can be used. They are also generally much more expensive than their steel counterparts, but they also lack the dent resistance of steel wheels. An alloy wheel, when struck by a curb will sometimes shatter and crack. Nonetheless, for most motorsports series and street vehicles, alloys are the choice. Steel wheels can also be constructed to very low weights and their cost is quite a bit less than the alloys, due mostly to lower cost construction.
Steel wheels are deformable when struck, and will usually allow air to leak out of the tire, as opposed to shattering. Diagram WH1. Wheel offset is the distance, positive or negative from the wheel center line when viewed from the front.
It goes without saying that while the gas pedal on your car is the preferred pedal to push, the brakes are of vital importance as well. Two types of brakes are available—Disc and drum. Both types use friction to turn the kinetic energy of the moving vehicle into heat.
What makes one type of brake better than the other is the effectiveness of each type in dissipating or shedding the heat generated. The disc brake, shown in diagram B1 below, produces more reliable stopping power under racing or hard-driving conditions because its rotor the surface against which the brake pad generates friction and heat is exposed to the air flow.
This dissipates heat to the open air quickly. A disc brake system works as shown in figure B2 below. The driver presses the brake pedal, which forces a piston in the master cylinder to compress the brake fluid Yellow. The fluid runs inside a brake line to the caliper Green where two pistons Blue with attached brake pads Red are forced against the spinning brake rotor Grey , generating friction and slowing the brake rotor and its attached wheel.
Diagram B2. Hydraulic disc brake system showing a cross-section of the master cylinder and caliper. The drum brake, shown in figure B3 below, utilizes semi-circular shoes that are forced against the inside of the brake drum by a slave cylinder. With the brakes released, there is a small air-gap space between the shoes and the drum as shown in figure B4 below.
Diagram B4. The drum brake, when released, leaves an air gap between the shoes and drum. Diagram B5. The drum brake, when engaged, pushes the shoes against the drum creating the friction that turns kinetic energy into heat energy. With the shoes engaged as shown in figure B5 above, the brake creates high levels of stopping power through large amounts of friction. Diagram B6 below shows a drum brake in a hydraulic system. The fluid runs inside a brake line to slave cylinder Blue which contains two pistons Pink.
The pistons force the brake shoes against the drum Green , generating friction and slowing the brake drum and its attached wheel. Diagram B6. Hydraulic drum brake system showing a cross-section of the master cylinder and drum assembly. Drum brakes are cheaper to manufacture and are generally used in conjunction with a live axle.
However, disc brakes are the preferred for any type of race or sports car where they can be fitted as they have less mass and better cooling. Unsprung weight , or the weight comprised by tire, wheel and suspension affects how well the tire follows the bumps and dips in the road surface.
Using lighter wheels, tires, and suspension components will reduce the weight. Diagram B1. Disc brake. Diagram B3. Drum brake.