The GKTech lower control arms are made of strong but lightweight, tig-welded 22mm OD 2.5mm wall Chromoly tubing and gussets. The arms are designed using FEA to optimize strength and weight, the arms are designed to take 4x the maximum anticipated load. The arms are E-coated for corrosion resistance.
The arms pivot on PFTE-lined bearings for minimum friction and zero compliance. The arms can be adjusted to change the track width plus or minus 15mm and you can also adjust the fore and aft position to keep the wheel centered in the wheel well when changing the track width.
The sway bar can be mounted in three positions to keep the end link angularity perpendicular for best sway bar engagement.
8 comments
It’s a little funny to me that you’re raiding gktech’s catalog because I came across them the other month and thought that they had a lot of interesting ideas in terms of engineering a whole system.
The mention of OEM ideas on anti-squat and so on just brings to mind a question that I’ve been mulling over – do you have sort of a rough geometry philosophy or with the production based stuff you do a lot with, are you too constrained to do more than “this is optimal within the limits I’m forced into”?
For me, I do not like anti-squat and anti-dive. For production, cars that have to have softer suspension and less sophisticated dampers. a small amount is probably ok. Nissan’s of this time had 30 plus percent, a stupid amount that has negative side effects. Things like bad wheel hop and squirting sideways when on the throttle. Nissan back way off on anti in the later models of these cars.
Do you have sort of a “this is the top priority” geometry-wise? I’m doing my tube car final suspension revision (which is to say, final before it turns into steel and I maybe decide to change it later based on on-track data) and decided to focus on “roll center in reasonable places and stays constant relative to CG” as kind of a way to narrow things down.
I understand if this is getting too into the weeds for a comment thread. 😉
In my opinion, nothing beats good old-fashioned unequal-length A-arms.
You should just know that double wishbone SLA suspension is ubiquitous and so far has not been reasonably improved upon. It’s simple, it’s light and easy to understand.
You can technically do trick stuff like put a hydraulic ram in an A-rm mount and give dynamic negative camber to outside wheels like the Mercedes Carver concept, but that’s obviously way too costly and complicated for a single person to do.
Someone went to a lot of trouble to make their product not look like the Driftworks Geomaster 3 rear knuckles.
That is because it is very different. The geometry is different for all the reasons we mentioned and there is axle clearance for 930-type CV’s. We used those knuckles before and they would not work with DSS axles.
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To wake neighbors up lol . Thank you hopefully I’m in
Right ate. To send this