[Tob]

Originally Posted by eolson

It is a direct solution to the fixed axel "Monocoque" problem where the inner rear wheel lifts in hard corners. This cross brace greatly reduces that effect and loss of traction grip in corners. Gt500 needs one badly, as well as a watts link. Erik

Can you further define axle monocoque? The phraseology you are using is incomplete at best. If you are referring to the term as "used to indicate a form of vehicle construction in which the body and chassis form a single unit" (Wikipedia) then one would assume you are simply referring to the unibody construction style that Ford has chosen for the Mustang and that GM has chosen for the Camaro (among others).

In the context of "monocoque" (your usage) there is an implication that in a production style (unibody) vehicle that the strength resides in triangulated, boxed, or bulkheaded sections. With respect to Ford's decision to add an 'X' style brace to what is normally the rear seat area, can you provide any tech or data that clearly shows how "this cross brace greatly reduces that effect and loss of traction grip in corners"? Have you ever measured the amount of body/chassis deflection in this specifc plane on an S197 chassis while being driven either aggressively on the street or road course?

Regarding how badly the GT500 needs a Watts Link, can you explain whether or not it is beneficial to exploit the asymmetric behavior of a panhard bar versus any geometrical benefit to a theoretical fractional reduction in the lateral migration of the rear axle housing relative to the body that is offered by a switch to a Watt's?

Care to comment on the following comment by Jack Hidley of Maximum Motorsports?

With regards to the PHB versus Watts link, the roll couple of the suspension with a PHB is more constant than with a Watts link during ride height changes (assuming the Watts bellcrank mounts to the differential). With the Watts link, the roll center stays at a fixed height as the cg moves up and down. With the PHB, the roll center moves up and down somewhat as the cg does. This gives the PHB an advantage on a course with hills. The minute difference in lateral axle movement between the two has nothing to do with the handling differences, in my opinion.