jimbrandberg
New member
I've taken over someone else's project 850 Spider with a Corvair powertrain, axles wheel bearings and brakes attached to the 850 trailing arms. The attachment of the wheel bearings and backing plates to the suspension arms needs more fabrication so I'm wondering about continuing with the swing axles or what I could do to convert to double jointed axles for Independent Rear Suspension.
Triumph TR6 and GT6 seem to have double jointed axles with angled suspension arms but the arms are more robust.
Corvairs with swing axles have barrel shaped wheel bearings to deal with camber changes and the suspension arms are angled, sort of like the Fiat. The splines of the axle yoke in the differential are free to move in and out.
Corvairs with double jointed axles have "regular" Timken roller wheel bearings along with lower control arms parallel with the axles and trailing arms perpendicular with the axles. The axle yoke is fixed to the differential.
While I don't have the Fiat wheel bearings it looks like they only have about 7 ball bearings.
I have to think I'm not the first one trying to convert from swing axles in a 850. Maybe it isn't feasible.
If continuing down the swing axle path I may investigate a transverse camber compensator spring attached to the differential like Corvair did in 1964.
If going down the double jointed axle path I wonder if I can adapt to the angled Fiat suspension arm somehow or if I need to start with perpendicular trailing arms.
I took over someone else's project when he had to move away. With 100 #s more powertrain weight and 2500 CCs engine displacement I have to wonder if it will be evil with swing axles. I brought it home with the powertrain removed and then installed it to see what I'm up against. It has some camber issues evidenced by the brake drums not parallel with the brake backing plates, probably a Corvair issue. I've had to put it aside and cover it up for now so I'm in a planning phase. I'm buying some 850 T Van springs as a possible beginning for a course of action. I hope I'm not offensive by straying too far outside the intentions of the Fiat Forum.
Triumph TR6 and GT6 seem to have double jointed axles with angled suspension arms but the arms are more robust.
Corvairs with swing axles have barrel shaped wheel bearings to deal with camber changes and the suspension arms are angled, sort of like the Fiat. The splines of the axle yoke in the differential are free to move in and out.
Corvairs with double jointed axles have "regular" Timken roller wheel bearings along with lower control arms parallel with the axles and trailing arms perpendicular with the axles. The axle yoke is fixed to the differential.
While I don't have the Fiat wheel bearings it looks like they only have about 7 ball bearings.
I have to think I'm not the first one trying to convert from swing axles in a 850. Maybe it isn't feasible.
If continuing down the swing axle path I may investigate a transverse camber compensator spring attached to the differential like Corvair did in 1964.
If going down the double jointed axle path I wonder if I can adapt to the angled Fiat suspension arm somehow or if I need to start with perpendicular trailing arms.
I took over someone else's project when he had to move away. With 100 #s more powertrain weight and 2500 CCs engine displacement I have to wonder if it will be evil with swing axles. I brought it home with the powertrain removed and then installed it to see what I'm up against. It has some camber issues evidenced by the brake drums not parallel with the brake backing plates, probably a Corvair issue. I've had to put it aside and cover it up for now so I'm in a planning phase. I'm buying some 850 T Van springs as a possible beginning for a course of action. I hope I'm not offensive by straying too far outside the intentions of the Fiat Forum.
