Monthly Archives: March 2013

LCA Prototype

Our manufacturer sent us a picture of the prototype.

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Since we are only using it to spot check the range of adjustment, it is a highly simplified version, without all the bells and whistles.  It should reach us sometime over the weekend or early next week.  Once we have tested it, and make sure the adjustment we want is there, we will make any necessary corrections before we make the final model.  It should end up looking like this though

Control Arm ASMThe way the suspension was designed for the car means there needs to be a sacrifice in either usability, strength, stiffness, or price.  After seven design revisions, this is the one we finally settled on.  Since every user is different, we wanted to offer a wide range of camber adjustment, while keeping it strong and light. Although we sacrifice a little bit in stiffness by using a long adjustment link, we feel the benefits outweigh shortcomings.  However, side-by-side, still managed to design a stiffer unit than stock, which will improve driver feedback.

FEA was a bit more difficult for the control arm than the toe link.  This is because the damper dissipates some of the force and I don’t have ANSYS nor the skills to accurately model that.  To simplify the FEA and as an added Factor of Safety in design, I used fixed hinge connections where necessary for the boundary conditions.  This is a less accurate way to analyze the control arm, because the loads transferred into the model are more severe, so I knew if it could stand up to these conditions, it would be okay out in the real world.

We FEA’d the control arm for all foreseeable loading conditions, including a 4G bump

4GBump2G braking

2GBraking

Displacement

Braking Displacement

OEM

OEM Braking Displacement

And a combined 2G bump, 2G braking, 2G cornering.

Combined

Displacement

Combined Displacement

OEM

OEM Combined Displacement

As you can see, this is the limit and is a failure mode.  The adjustment link will break where it threads into the control arm.  It’s highly unlikely a FR-S/BRZ could achieve this condition, but we wanted to be absolutely sure the control arms will be ready for anything.  Also, remember, this on top of the extra safety factor built in from the boundary conditions.

If you compare, our control arm manages to be about 29% stiffer under combined loading, but an impressive 313% stiffer under braking!  Take this with a grain of salt as the boundary conditions are imperfect, but both parts were analyzed in the exact same way.

I even did a crash scenario, loading the arm in 10G compression

Crash

Displacement

Crash Displacement

Once we have finalized the production design, we will work on getting the price finalized.  We will then put up an initial group buy.  If we have enough buyers interested, we expect to take delivery before the end of April.

New Partnership

Now that the paperwork has been finalized, we are happy to announce Hancha has partnered up with Team NLS for the One Lap of America.

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NSFW is running a Mk. V VW GTI.  The car makes about 500 whp, with a full sequential gearbox.  For Team NLS, Paul will be doing CFD analysis of their rear wing’s effectiveness as well as designing a front splitter to tune the aero balance.  Paul has started cleaning up the solid model from a model of the OEM car.

cad_beginning_model_cleaned_simplifiedSo all you southeast guys, keep an eye out for the car later this year!

The Test Mule

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Thanks to a friend who works at The Autobarn in Countryside, I borrowed a BRZ for the evening to take some measurements off the car.  If you are local to Chicago and in the market to buy a new Subaru or Volkswagen, stop by The Autobarn in Countryside and ask for Richard Fisher or Tim Turakulov; tell them Earl sent you.  They will help you out with a good deal.  The dealership is also very mod friendly.  What’s very cool about The Autobarn is that you can purchase from aftermarket products they carry through the dealership as new and finance it along with the car.  They will honor the OEM warranty on those parts as well.  For example, I love this 4-door GTI, which comes with KW V2s and wheels (I forget the brand).

ImageIt’s a shameless plug, but I thought it was very cool so I had to share.

Rear Toe Link Install

Finally got the correct rod ends, and installed the rod ends.  Here’s a picture of the OEM link vs the Hancha link

photoA picture of the toe link installed on the car

photo (1)

It went very well.  A potential issue was that with the castle nut, the shank is too long and doesn’t leave clearance for the parking brake cable.  So we’ve changed the production version to use a nylon locking nut which allows us to shorten the shank by 10mm.  This also allows us to shave off a few more grams.  The toe link will head into production next week.  Expect these to be ready to ship mid-April.  This is what the final production version will look like

Toe Rod PRODUCTION READY

The Little Things

IMG_8185

So we finally got our BRZ/FR-S/GT86 rear toe link prototypes back and I did some test fitting tonight.  Everything looked great

IMG_8195

except for one small issue.  Like an idiot, I accidentally ordered the wrong size rod ends.  So I have to exchange them for the right size before I can test them on a car.  However, I still wanted to check the shank since it’s the most critical component of the part.

IMG_8196

If the taper is off even slightly, it will move around in the knuckle and the shank will eventually break there.  I’m glad to report back, it was spot on and fit perfectly.  Unfortunately, Jimmy was taking pictures of me, rather than the shank.

IMG_8186

One thing I did discover is that there is not enought room between the trailing arm and toe arm to build in bump steer adjustment into the shank.  Therefore the feature will be removed.  Doing a comparison of the OEM toe link vs. our toe link

IMG_8189Side-by-side

IMG_8191I will test fit and test drive with the links on the car as soon as I can get the right rod ends.