wer weis wo ich am günstigsten und schnellsten polurethane bushings für meinen 75 iger bestellen kann????
gruß Lexx
polurethane bushings
polurethane bushings
Wollte schon immer einen 75iger jetzt ist es endlich soweit.....
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Turbodeltone
- Beiträge: 4268
- Registriert: 10 Sep 2003, 00:54
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75
Na ja brauche eigendlich alle auser für den vorderen stabi da das fahrwerk von dir ja eh uniballs am vorderen stabi hat .
Hab sie im mom nur von performatek gefunden die sind in amerika das ist nicht grad um die ecke he he.
Hab sie im mom nur von performatek gefunden die sind in amerika das ist nicht grad um die ecke he he.
Wollte schon immer einen 75iger jetzt ist es endlich soweit.....
Powerflex 
http://www.maxess-gmbh.ch
http://www.maxess-gmbh.ch75
an alles die nicht wissen was es ist hier ist ne kurze beschreibung auf englisch.....
About Polyurethane Bushings
In general, bushings are installed in automobiles as a means of joining two parts together that still must be able to move relative to each other. The typical design goals are to allow only the motion that the joint requires to function correctly (and no other motion), and to isolate the chassis from noise, shock and vibration both from the road and other components in the car. They should be inexpensive to manufacture and install. There are many ways that this joining is accomplished in automotive design. All compromise one or more of these design requirements to some degree. In general, production automobiles are designed with ride comfort as a priority. Some are shaded more toward handling precision, but the differences are relatively minor.
One common method of attachment is the ball and socket type, such as in a ball joint or tie rod end. These allow a great degree of freedom of motion, with very little friction added to the action, and the motion(s) they allow can be precisely controlled. They are typically utilized in steering system designs where road feel, easy motion, and precise control are highly desired. The negative characteristics of ball and socket joints are a direct result of their precision of movement (lack of slop in the system); they also tend to relay road shocks, vibrations and noise directly into the chassis. They also are a relatively expensive solution, but the design needs outweigh these negatives. On the race track, they are often used throughout the car (heim joints) because of the need for precise control; elimination of unwanted motions far outweigh the extra costs, frequent replacements and the harshness of ride.
Rubber bushings are the other very common solution. These can be a simple pad or a more complex piece, usually comprising an outer steel (or plastic) shell that mounts in the control arm, an inner steel tube for the through-bolt, and the middle filled by rubber that is bonded to both the shell and tube. By their design, they are inexpensive. The material (rubber) is inexpensive, and does a good job of attenuating shock, vibration and noise. The negative characteristics are again a function of the material. Rubber has a very limited range of characteristics and is therefore not readily "tuned" to specific applications. The rubber is not a particularly robust material in the typical automotive environment. It degrades fairly quickly (especially where it sees a lot of motion and is exposed to the elements). They are also sloppy in their control characteristics (relative to ball and sockets); that is, they allow much more motion between the two parts than desired. While this could be a negative in the purest control sense, to a volume manufacturer, this "flaw" is exploited to advantage and used as a simple solution where two or more degrees of freedom are wanted in the same joint. It isn’t an elegant design, but it works well enough to get by, and is cheap!
The bushings that tie a control arm to the chassis are a good example. Typically, these joints need to provide two or more degrees of freedom of motion. The bushing tying a trailing arm to the axle is a case in point. This bushing is typically asked to allow the car chassis (via the retaining through-bolt) to pivot over the axle (which stays parallel to the ground) as the car leans in corners. It is also asked to allow motion in fore and aft and "diagonal" directions as the car turns into corners and accelerates out of them, and as the car yaws in a plane parallel to the ground. In these cases, the vendor relies on the rubber’s flexibility to allow all the motion needed; if they get a little more motion than they wanted; they are not worried since all production cars are tuned for a comfortable overall ride.
There are also many examples where a bushing is only asked to provide a simple support or only allow one degree of freedom of movement. An example of this is the way an anti-sway bar might be tied to the chassis of the car. Typically, the bar must be secured/supported to the car, and must be allowed to pivot along its "long" axis when the wheels encounter road surface irregularities.
Polyurethanes are a broad class of compounds (ester or ether based organics). These compounds, as used in automotive designs, are available in an enormous range of characteristics. Their properties allow some flexibility in manufacture; typically, they are cast or injected into molds (good for volume manufacturing). The traits that are most endearing to the automotive designer are its resiliency—it will return to its original shape after enduring the stress of operation. It does a good job of isolating shock, vibration, and noise. It is a much more robust material than rubber, and typically has a much longer life in a car than does rubber. As a consequence of all this, it maintains the car’s designed handling characteristics for a much longer time than the rubber bushings. Polyurethane can easily be made in a very broad range of hardness (durometer), and clever manufacturers take advantage of this to enhance the car’s handling. Simple bushings like sway bar mounts can be made much harder than stock, and will give better handling without negatively affecting ride or overstressing other components. Others that are required to allow two or more motions (such as trailing arm bushings) are not well served by making the bushings harder, and should be roughly the same or perhaps a little firmer than the OEM rubber pieces.
The only real negative is that these tend to cost more than rubber bushings. However, this is usually a very small part of total replacement costs and, in practical terms, makes very little impact.
About Polyurethane Bushings
In general, bushings are installed in automobiles as a means of joining two parts together that still must be able to move relative to each other. The typical design goals are to allow only the motion that the joint requires to function correctly (and no other motion), and to isolate the chassis from noise, shock and vibration both from the road and other components in the car. They should be inexpensive to manufacture and install. There are many ways that this joining is accomplished in automotive design. All compromise one or more of these design requirements to some degree. In general, production automobiles are designed with ride comfort as a priority. Some are shaded more toward handling precision, but the differences are relatively minor.
One common method of attachment is the ball and socket type, such as in a ball joint or tie rod end. These allow a great degree of freedom of motion, with very little friction added to the action, and the motion(s) they allow can be precisely controlled. They are typically utilized in steering system designs where road feel, easy motion, and precise control are highly desired. The negative characteristics of ball and socket joints are a direct result of their precision of movement (lack of slop in the system); they also tend to relay road shocks, vibrations and noise directly into the chassis. They also are a relatively expensive solution, but the design needs outweigh these negatives. On the race track, they are often used throughout the car (heim joints) because of the need for precise control; elimination of unwanted motions far outweigh the extra costs, frequent replacements and the harshness of ride.
Rubber bushings are the other very common solution. These can be a simple pad or a more complex piece, usually comprising an outer steel (or plastic) shell that mounts in the control arm, an inner steel tube for the through-bolt, and the middle filled by rubber that is bonded to both the shell and tube. By their design, they are inexpensive. The material (rubber) is inexpensive, and does a good job of attenuating shock, vibration and noise. The negative characteristics are again a function of the material. Rubber has a very limited range of characteristics and is therefore not readily "tuned" to specific applications. The rubber is not a particularly robust material in the typical automotive environment. It degrades fairly quickly (especially where it sees a lot of motion and is exposed to the elements). They are also sloppy in their control characteristics (relative to ball and sockets); that is, they allow much more motion between the two parts than desired. While this could be a negative in the purest control sense, to a volume manufacturer, this "flaw" is exploited to advantage and used as a simple solution where two or more degrees of freedom are wanted in the same joint. It isn’t an elegant design, but it works well enough to get by, and is cheap!
The bushings that tie a control arm to the chassis are a good example. Typically, these joints need to provide two or more degrees of freedom of motion. The bushing tying a trailing arm to the axle is a case in point. This bushing is typically asked to allow the car chassis (via the retaining through-bolt) to pivot over the axle (which stays parallel to the ground) as the car leans in corners. It is also asked to allow motion in fore and aft and "diagonal" directions as the car turns into corners and accelerates out of them, and as the car yaws in a plane parallel to the ground. In these cases, the vendor relies on the rubber’s flexibility to allow all the motion needed; if they get a little more motion than they wanted; they are not worried since all production cars are tuned for a comfortable overall ride.
There are also many examples where a bushing is only asked to provide a simple support or only allow one degree of freedom of movement. An example of this is the way an anti-sway bar might be tied to the chassis of the car. Typically, the bar must be secured/supported to the car, and must be allowed to pivot along its "long" axis when the wheels encounter road surface irregularities.
Polyurethanes are a broad class of compounds (ester or ether based organics). These compounds, as used in automotive designs, are available in an enormous range of characteristics. Their properties allow some flexibility in manufacture; typically, they are cast or injected into molds (good for volume manufacturing). The traits that are most endearing to the automotive designer are its resiliency—it will return to its original shape after enduring the stress of operation. It does a good job of isolating shock, vibration, and noise. It is a much more robust material than rubber, and typically has a much longer life in a car than does rubber. As a consequence of all this, it maintains the car’s designed handling characteristics for a much longer time than the rubber bushings. Polyurethane can easily be made in a very broad range of hardness (durometer), and clever manufacturers take advantage of this to enhance the car’s handling. Simple bushings like sway bar mounts can be made much harder than stock, and will give better handling without negatively affecting ride or overstressing other components. Others that are required to allow two or more motions (such as trailing arm bushings) are not well served by making the bushings harder, and should be roughly the same or perhaps a little firmer than the OEM rubber pieces.
The only real negative is that these tend to cost more than rubber bushings. However, this is usually a very small part of total replacement costs and, in practical terms, makes very little impact.
Wollte schon immer einen 75iger jetzt ist es endlich soweit.....
richtig
ja ersetzen einfach alle gummi teile vom fahrwerk durch härtere da die original alfa gummis nicht sehr lange halten und auch schnell an härte verlieren....
Wollte schon immer einen 75iger jetzt ist es endlich soweit.....
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Turbodeltone
- Beiträge: 4268
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Die gesuchten Teile gibt es hier
http://www.performatek.com
und noch vieles mehr für den geneigten Transaxle-Fahrer
silfo
http://www.performatek.com
und noch vieles mehr für den geneigten Transaxle-Fahrer
silfo
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