Locost Front Suspension

I have read horror stories about the Transit drag link adjusters. With the steel adjusters the threads strip and  the aluminium ones simply shatter. Plus, to be honest, they look like a design after thought.

I nearly used them, I had brand sets; steel and aluminium; sitting on the bench for weeks waiting, but the longer they stayed there, the more the voices said ‘do not use them!’. I’ve always been told, ‘never have ally and steel touching each other’, due to them corroding like mad. So I nearly used the steel ones. Nearly………………….

Austin Ambassador Ball Joint

As an alternative and much more elegant solution, I am using an old Hot Rodders favourite, the Austin Ambassador threaded ball joint. The early Austin Princess ones need shimming and were a pain to set up. Mine are the later ones.

The joint has to sit in a threaded ‘cup’. The top arm is not adjustable.

Locost Upper Ball Joint

You’ll have to excuse my welding, It’s 20 years since I touched a welder. I’m getting better slowly, but I expect there are a number of you thinking ‘Oh my heavens!’ I’m alright until I have to go around an awkward corner.

I’m using a 130amp Mig and Pub Gas.

The tubing is 26mm Ø x 2.5mm wall thickness.

Originally, the front suspension was going to be pull rod, with the shocks sitting horizontally along the chassis. However, I couldn’t get a decent rising spring rate ratio,

Therefore, I swapped to a more conventional Push Rod and Bell Crank Cantilever setup.

Locost / Haynes Roadster Push Rod Front Suspension

All of the adjustment with this set-up is in the bottom arm. I can adjust camber, caster and the rising spring rate.

Haynes Roadster Front Suspension

I’m a little concerned about the clevis joints on the lower arm. As a test, I put a mock-up in the vice with a 2 metre lever and bounced my 14Stone frame up and down on it. The levering bar flexed, but I couldn’t see any distortion in the clevis. Upon removal the clevis looked and measured exactly as before. Formula one and LeMans cars use similar, but still I couldn’t silence those voices. At least they’ll be easy to check regularly once it’s on the road. (Once I’ve removed that stupid rubber sleeve the IVA boys require! – I still need someone to explain the purpose of these.)

Kit Car Cantilever Suspension

I haven't been idle, I've been finishing off the front suspension. As with every car, what you do on one side, then has to get mirrored on the other side. It's all a little cramped, but nothing can actually touch, so I'm reasonably pleased. With anything suspension related, more time ...

Front Suspension A Arms

After a bit of welding, it's always good to have a mock-up. - At least I didn't sit in it and make 'brum brum' noises. Ignoring the hours spent doing the CAD work, plus those making the brackets, the front A-Arm mounts took me 10 hours to get in the right ...

Haynes Roadster Lower Front A Arm

The Lower front A Arms have been made fully adjustable so that they can control both caster and camber. It's been a slow few weeks on the car, not because I haven't been out in the garage. Purely because some tasks take many hours for seemingly little gain. I guess ...

Anti Dive Geometry

Anti-Dive Front Suspension As we all know, a car has a tendency to compress the front suspension under braking. Anti-Dive Front Suspension can be used to limit this characteristic. This can be achieved by tilting the upper front Control Arm (A Arm) so the rear mount is lower than the ...

Kit Car Adjustable A Arm Suspension

The http://speedwaymotors.com A Arm set-up above, is designed for oval track racers. The ball joint mount (top of picture) can be moved both closer to the front or rear of the car and out-wards or in-wards. One of the ball joint mounts is a threaded stud and the ...

Custom Ford Sierra Upright - steering arm

Getting the dimensions correct for this custom Ford Sierra Upright hasn't been easy. The reason for making a new upright was the steering arm on the standard upright being wrong for my particular application. Therefore, getting the next stage right, is very important. The next job on the custom front ...

Haynes Roadster Rear Upright

This isn't the standard Haynes Roadster Rear Upright. I've modified several of the dimensions to get a small degree of anti-squat. Because the chassis is 4 inches wider than stock, some of the other dimensions have changed too. I wanted the A-Arms as long as possible, so the mount holes for ...


Front suspension design has been complicated by the 4x4 running gear. It quickly became obvious that it would be impossible to use the ubiquitous Ford Mk2 Escort steering rack as it would try to pass straight through the Sierra Front diff. The push rod for the coil-over shock also tried ...

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