For instance, its coil-sprung suspensions did away with the clunky torsion bars of the previous generation.
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An old-fashioned passive equivalent, such as the torsion bars that must be set permanently, can't be adjusted based on driving conditions.
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This concept allowed a very simple design of the rear suspension using transverse torsion bars located one behind the other without affecting handling. The front torsion bars were longitudinal. The fixed end of the torsion bars is mounted on quadrants that can be adjusted via a holes/fixing bolt arrangement. This enables the suspension to be "beefed up" and the ground clearance increased.
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Modified shock absorbers in combination with stiffer torsion bars (front +40%, rear +20%) increased the Continental's handling ability.
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Using MacPherson struts to achieve independent front suspension with coil springs meant providing strong turrets in the frontal structure of the car. A disadvantage is that torsion bars, unlike coil springs, usually cannot provide a progressive spring rate. In most torsion bar systems, ride height (and therefore many handling features) may be changed by simply adjusting bolts that connect the torsion bars to the steering knuckles. In most cars with this type of suspension, swapping torsion bars for a different spring rate is usually an easy task.
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The rear swing axles were also held at their outboard ends by flat plate trailing arms, which were pivoted on the ends of a crosswise tube, containing the torsion bars. At this time the rear shock absorbers were only single-acting, lever-type. The front suspension was provided by pairs of short trailing arms, again with transverse torsion bars mounted in two separate tubes, mounted ahead of the flat platform. These torsion bars were stacks of flat strips, and the number of leaves was changed to vary the suspension stiffness, over the production of the Beetle.
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Honda also used front torsion bars on the third generation Civic and other variants built on the same platform including the Ballade and first generation CRX.
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Longitudinal torsion bars extend under the passenger compartment, cutting into interior space by raising the floor, while in transverse systems, torsion bar length is limited by vehicle width.
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There are coil springs on the first and second axle and torsion bars on the third axle. The drive train and steering linkages are protected within the hull of the vehicle.
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Before World War II (1934), the front wheel drive Citroen Traction Avant had independent front torsion bar suspension and a flexible trailing dead axle, also sprung by torsion bars. The flexibility of the axle beam provided wheel location features like a twist beam axle. Also in the 1930s, prototypes of the first Volkswagen Beetle incorporated torsion bars—especially their transverse mounting style. Czechoslovakian Tatra's 1948 T600 Tatraplan employed rear torsion bar suspension, the only Tatra to do so.
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The suspension consisted of a double horizontal wishbone with upper and lower torsion bars and a damper unit between the chassis and upper wishbone. Fully loaded, the LRV had a ground clearance of .
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DB's proposal used an external leaf spring suspension, in contrast to the MAN proposal of twin torsion bars. Wa Pruef 6's opinion was that the leaf spring suspension was a disadvantage and that using torsion bars would allow greater internal hull width. It also opposed the rear drive because of the potential for track fouling. Daimler Benz still preferred the leaf springs over a torsion bar suspension as it resulted in a silhouette about shorter and rendered complex shock absorbers unnecessary.
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In addition to this, wheel stations 1, 2, and 6 also had hydraulic shock absorbers. Having a heavier turret than the Mk. 4, the Valiant had secondary torsion bars fitted to all wheel stations.
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A 4-speed manual transmission was specified, and an a-arm suspension with torsion bars was used in front. Drum brakes were used all around. This was the first vehicle to bear the "Fairlady" name.
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The tank in the picture has either damaged or disassembled torsion bars and its hull lies on the ground. Rear view of a T-62. Notice the two optional 200 litre drum-type fuel tanks.
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For 1974, the Travelall underwent a second nomenclature change, offering 150 and 200 series. The model line adopted the chassis revisions of the pickup trucks, adopting a coil-sprung independent front suspension (replacing torsion bars).
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It consisted of upper and lower A-arms with telescopic hydraulic dampers and longitudinal torsion bars running back along the chassis for springing. An anti-roll bar was fitted at the front as well. The rear of the M550 prototype used the same type of suspension as the front, moved rearward along with the engine and transaxle. This proved unsatisfactory and so the final production cars received a new system that comprised new trailing arms designed by Matra with transverse torsion bars and telescopic shock-absorbers.
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The 645's front suspension used Porsche's traditional upper and lower transverse torsion bars and upper and lower trailing arms. The rear suspension was significantly different than that of earlier Spyders. It consisted of familiar Porsche-style trailing arms and lateral torsion bars but added upper and lower lateral links. Both upper and lower links angled slightly backwards to attach to the hubs, and while the lower ones were parallel to the ground, the upper ones sloped downwards at a 13° angle towards the car's centre-line.
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Top speed was factory rated at . The 944 Turbo S' suspension had the "M030" option consisting of Koni adjustable shocks at the front and rear, with ride height adjusting threaded collars on the front struts, progressive rate springs, larger hollow rear anti-roll/torsion bars, harder durometer suspension bushings, larger hollow anti-roll/torsion bars at the front, and chassis stiffening brackets in the front frame rails. The air conditioning dryer lines were routed so as to clear the front frame brace on the driver's side.
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Lory designed a high performance 1 482 cc V8 engine incorporating four overhead camshafts and two Roots compressors. This unit initially provided 215 hp at 6,000 rpm. By 1948 the engine had been modified to produce a maximum of 275 hp at 8,000 rpm. However, it was matched to a transmission system that one commentator described as "delicate". The chassis employed independent suspension with longitudinal torsion bars at the front and lateral torsion bars at the rear, with wheels mounted on “silent blocks” that permitted vertical movement.
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A semi-automatic, two pedal, "Manumatic" transmission with centrifugal clutch with vacuum operation coupled to gear changes was optional. Independent front- suspension with forward torsion bars continued to promise "above average comfort" for the car's occupants.
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The IS-7 has a total of seven road wheels attached to road wheel arms on torsion bars, limited by volute spring bump stops, and hydraulic shock absorbers. The rear allowed for external fuel tanks to be carried.
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The suspension of all FIA Formula 3 Championship cars is upper and lower steel wishbones, pushrod operated, coupled with twin Koni dampers and torsion bars suspension (front) and spring suspension (rear) similar to current Formula One car suspension.
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A Mark II was introduced in 1956, with more modern bodywork. It could be had with Zephyr or Jaguar XK120 inline six. The split front axle was replaced by torsion bars and coil springs were fitted in the back.
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The front wheels were independently sprung, using a torsion bar and wishbone suspension arrangement,"Torsion Bars Support Car Without Springs" Popular Mechanics, October 1934 drawings explaining suspension and body construction where most contemporaries used live axle and cart-type leaf spring designs. The rear suspension was a simple steel beam axle and a Panhard rod, trailing arms and torsion bars attached to a steel tube, which in turn was bolted to the main platform. Since it was considerably lighter than conventional designs of the era, it was capable of 100 km/h (62 mph), and consumed fuel only at the rate of .
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The suspension was redesigned using coil springs instead of torsion bars, the first major engineering changes since the original 911. The front suspension used MacPherson struts, a system that has continued for all subsequent versions, but the rear suspension retained semi-trailing arms.
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With its short wheelbase of 2,060 mm, the vehicle had the ability to climb steep grades of up to 65%. The prototype body of the car was manufactured by Porsche's own Stuttgart Body Works with later versions (stabilized with torsion bars) coming from Karmann coachworks.
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The engine is to the right of the crew compartment. The Canadian Forces began upgrading the Bison between 2002 and 2008. The upgrades include improved engine power, new torsion bars, fittings for add-on armour, air conditioning, and the VRS respirator system for NBC defence.
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The engine is to the right of the crew compartment. The Canadian Forces began upgrading the Bison between 2002 and 2008. The upgrades include improved engine power, new torsion bars, fittings for add-on armour, air conditioning, and the VRS respirator system for NBC defence.
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Front suspension was a modified MacPherson strut, with longitudinal torsion bars acting at base of the control arms instead of coil springs on the struts, to allow room for the wide V6 and the optional air conditioning. The height of the front suspension is adjustable, using eccentric cams in the ends of the torsion bars, where they are attached to the body. The rear suspension is a modified Chapman strut, using nearly trailing arms carrying the coil springs, axle shafts as lateral control links, and toe control links, with good wheel geometry control. Axle shafts are connected by universal joints at both the hubs and the limited-slip differential.
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The seats were hammocks hung from the roof by wires. The suspension system, designed by Alphonse Forceau, used front leading arms and rear trailing arms, connected to eight torsion bars beneath the rear seat: a bar for the front axle, one for the rear axle, an intermediate bar for each side, and an overload bar for each side. The front axle was connected to its torsion bars by cable. The overload bar came into play when the car had three people on board, two in the front and one in the rear, to support the extra load of a fourth passenger and fifty kilograms of luggage.
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By 1974 the difficulties faced in meeting the conflicting regulatory requirements in different markets and differing production methods used by the various divisions had killed the world-car idea. While unable to replace the Cortina/Taunus, the Fox platform remained a multiple-wheelbase design, as the short-wheelbase version remained in development to replace the Mustang II. In 1975 North American Automobile Operations took over development of the Fox platform from Sperlich's Product Planning and Research group. The first running Fox (Fairmont) prototype was a Cortina with a modified suspension, using MacPherson struts and torsion bars. The torsion bars would not appear in the final version.
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Tamiya Rough Rider was the very first of Tamiya's SRB (Special racing buggies) series. These according to Tamiya made Radio Control Models accessible to everyone. The design is famous for its fibre glass chassis with rear torsion bars and front hairpin springs. These models originally cost 18,000 yen.
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Torsion bars were sometimes used instead of conventional coil valve springs in some older motorcycles, such as the Honda CB450, and also on the Panhard Dyna X and Panhard Dyna Z cars of the 1950s. They were also used in the door mechanism of the DMC DeLorean automobile.
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The main advantages of a torsion bar suspension are soft ride due to elasticity of the bar, durability, easy adjustability of ride height, and small profile along the width of the vehicle. It takes up less of the vehicle's interior volume than coil springs. Torsion bars reached the height of their popularity on mass-production road cars in the middle of the 20th century at the same time that unitary construction was being adopted. At a time when the mechanics of stress and metal fatigue in monocoque body frames was poorly understood, torsion bars were very attractive to vehicle designers as the bars could be mounted to reinforced parts of the central structure, typically the bulkhead.
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The air-cooled Gilmore, p.46. motor's built-in oil cooler, and the flat-four engine configuration's superior performance was also effective for the German Afrika Korps in Africa's desert heat. The suspension design used compact torsion bars instead of coil or leaf springs. The Beetle is nearly airtight and will briefly float.
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The springs front and rear were 4-inch wide single leaf units attached to the chassis by a fitting in their centre that was able to rotate, and which put the front spring in front of the front chassis cross-member and the rear spring behind the rear chassis cross-member. That means that if the springs were on stands it was theoretically possible to rotate the chassis through 360°. All of the roll-resistance was provided by two long torsion bars running the length of the chassis, one on each side, that were attached to the suspension by 12-inch arms. The strength of roll-resistance was adjustable at each wheel by changing the location of the anchors for the torsion bars.
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SAE horsepower claims were , and , respectively. The front wheels are driven through a four-speed gearbox with column shift, with synchromesh on the upper three gears. Suspension at the front is provided by two transverse leaf springs, and at the back by three torsion bars each side. The standard car weighs approximately , and the Tigre .
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At the time of its introduction, its dimensions and engine displacement were larger than established Kei car regulations. The S500 used a four-speed manual transmission with chain drive at the rear wheels. A four- wheel independent suspension was also novel, with torsion bars in front and diagonal coilover shock absorbers at the rear.
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Most cars use a torsion bar suspension system. Different size bars either soften or stiffen the suspension. Torsion bars, and specialty shock absorbers are the key ingredients in the handling of sprint cars. That coupled with the wings, tire stagger, light weight, and enormous horsepower make these cars some of the fastest race cars in the world.
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The Kityonok has a conventional undercarriage with main wheels on backward-leaning cantilever legs mounted on torsion bars in the lower fuselage. The mainwheels have hydraulic brakes, and the tailwheel casters. Alternatively it can be equipped with skis or floats. Two production batches of 10 were begun in 2006, on by MAI and one by PRAD.
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It weighed , used a twelve-cylinder, Maybach DSO 8 gasoline engine and its upper body had three bench seats behind the driver. Its suspension was based on the World War I-era Marienwagen II and bore absolutely no relation to the interleaved roadwheels and torsion bars used by the various models of the Sd.Kfz. 8.Spielberger, pp.
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The new isolated transverse suspension system was a substantial departure from the longitudinal torsion bars Chrysler had introduced in 1957 and used on all models since that year, until the release of the F-bodies. The transverse (side-to-side) bars were not as geometrically favorable, but saved space and weight. In addition, the new front suspension system was touted as giving a "big car ride" as the suspension had a low, or softer, fore and aft compliance which allowed the wheel to move rearward instead of straight up and down when the tire encountered an object, dampening the blow and rolling with the condition of the road. The two parallel torsion bars and an anti-sway bar were mounted forward of the front wheels, integrated into a spring-strut front suspension.
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The engine was a Dutch Anker 2-stroke, situated between the rear wheels. The pressed-steel forward section of the frame, supported by torsion bars, could swivel to enable the rider to lean the vehicle into bends like a motorcycle. The front "fork" was a single-sided down tube with a rudimentary rubber block suspension. All three pressed steel wheels were interchangeable.
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The Bradley has a welded aluminum unit or monocoque structure to which the armor is attached, mostly on the outside. The suspension is by torsion bars and cranks. Six small rubber rimmed, divided road wheels on each side straddle the location flanges sticking up from the tread. These were originally of aluminum, but were changed to steel as vehicle weight increased.
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For some commercial or military applications, steel alloys may go through only one vacuum remelt, namely the VAR. For example, steels for solid rocket cases, landing gears, or torsion bars for fighting vehicles typically involve one vacuum remelt. Vacuum arc remelting is also used in production of titanium and other metals which are reactive or in which high purity is required.
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The front suspension used parallel quarter- elliptic leaf springs, while at the rear a De Dion tube was suspended on parallel torsion bars. The car appeared at the 1930 Indianapolis 500 for the first running of the so-called "Junk Formula". Driven by Louis Meyer, it took an early lead but had to pit for repairs. The car finished fourth.
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It can climb 60% gradients. The BMD-1 has a ground pressure of 0.57 kg/cm². The 230 mm wide track is driven at the rear and passes over five small evenly spaced road wheels suspended on independent torsion bars. On each side there is an idler wheel at the front, a rear drive sprocket and four track-return rollers.
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The four cylinder, side valve, 1185 cc engine had its all synchromesh equipped, four speed, gearbox mounted in front of it with gear selection via cables. The drive was transmitted to the front wheels via short shafts and constant velocity joints. The steering used a rack and pinion mechanism. Suspension was independent all round using torsion bars at the rear.
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Coil springs first appeared on a production vehicle in 1906 in the Brush Runabout made by the Brush Motor Company. Today, coil springs are used in most cars. In 1920, Leyland Motors used torsion bars in a suspension system. In 1922, independent front suspension was pioneered on the Lancia Lambda and became more common in mass market cars from 1932.
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A Korean K1 88 Main Battle Tank. A K2 Black Panther firing its cannon XK1 tanks are also equipped with a hybrid suspension system consisting of hydropneumatic system on road wheels 1, 2 and 6, while 3, 4 and 5 are equipped with torsion bars, a feature not present on the XM1, granting the XK1 greater stability and ability to elevate and depress the main gun nearly twice as much as tanks equipped with torsion bars alone (+20 to -9.7 degrees for the XK1 versus +10 to -5 for the XM1). The development of the vehicle was completed in 1983, with a prototype being delivered to the South Korean government in the same year. After the production of approximately 450 K1s, the Gunner's Primary Sights (GPS) designed by Hughes was replaced by the Gunner's Primary Tank Thermal Sights (GPTTS) by Texas Instruments.
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A new naturally aspirated engine called the M64 was used for 964 models, with a flat-6 displacement of 3.6 litres. Porsche substantially revised the suspension, replacing torsion bars with coil springs and shock absorbers. Power steering and ABS brakes were added to the 911 for the first time; both were standard. The exterior bumpers and fog lamps became flush with the car for better aerodynamics.
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The suspension front and rear comprised unequal-length upper and lower A-arms. At the front, the suspension initially had only one radius rod on the bottom end of the upright. An upper rod was added later. Also at both front and rear, springing was provided by longitudinal torsion bars, and damping was by either Koni twin- tube or Bilstein monotube shock absorbers, mounted inboard.
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As in the prior generation, all Chrysler Corp. full sized wagons shared a common greenhouse on a unitized body and chassis with longitudinal front torsion bars, rear leaf springs and the Dodge’s 122” wheelbase. And, as before, the wagon’s shorter wheelbase was offset by additional rear overhang. 1969 Town and Country wagons were nearly identical to other Chrysler body styles in overall length at just under 225”.
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The wheels also better protect the vehicle from enemy fire, and mobility is improved when some wheels are missing. This relatively complicated approach has not been used since World War II ended. This may be related more to maintenance than to original cost. The torsion bars and bearings may stay dry and clean, but the wheels and tread work in mud, sand, rocks, snow, and other surfaces.
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Each engine propels two of the vehicle's axles. The engine on the right propels the second and the fourth axles, while the one on the left propels the first and the third axles. Each engine has its own four-speed gear box with a single- shielded hydraulically controlled clutch and an exhaust. Each axle has its own differential and is hung on transversal torsion bars.
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Cunningham C-5R A single all-new C-5R was prepared for the 1953 24 Hours of Le Mans. The front suspension comprised a solid beam axle sprung by torsion bars. This reduced weight by and allowed the use of diameter Al-Fin drum brakes mounted inboard of the wheels. At the rear was a live axle on coil springs as on the later C-4Rs.
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The chassis was modified for its new role; a new engine cover was made to improve engine cooling and the interior was modified to add more ammunition storage. The extra weight of the gun required that the suspension be modified with stronger torsion bars and new road wheels. A brake to lock the wheels while firing was also added. The armor of the hull ranged from thick.
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The suspension of the Mirada utilized transverse torsion bars in the front and leaf springs with a sway bar in the rear. A "sport handling package" was offered, which included heavy-duty shock absorbers, torsion bar bushings, springs, as well as anti-sway bars in both the front and rear. The braking system used power assisted disc brakes in the front and drum brakes in the rear.
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The large travel and high elasticity of the torsion bars results in a "rocking" motion when the tank is moving or coming to a sudden stop. A gun stabilizer must be used to compensate for the rocking motion. Due to the massive weight of a main battle tank, compared to an automobile, there is a much greater risk of breaking a torsion bar on sudden bumps or maneuvers, and if it is not replaced in short order the reduced suspension can affect the maneuverability of the vehicle, and in extreme cases risk immobilizing the vehicle as the reduced capacity of the suspension causes additional torsion bars to break. Some front-wheel drive automobiles use a related type of torsion beam suspension, usually called a twist-beam rear suspension, in which the rear wheels are carried on trailing arms connected by a laterally mounted torsion beam, as found on the Mitsubishi Debonair.
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The previous engine was retained but with compression ratio raised from 6.25 to 6.75:1 and revised timing increasing the output to 48bhp at 3000rpm. Other features included independent front suspension using torsion bars in place of the previous Dubonnet system with semi-elliptic leaf springs at the rear, Lockheed hydraulic brakes and a three-speed all-synchromesh gearbox in place of the four-speed "silent third" gearbox.
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The usual Daimler large cruciform chassis had a double wishbone front suspension, with laminated torsion bars, telescopic dampers, and an anti-roll bar, while the rear suspension used leaf springs with telescopic dampers. All cars featured automatic chassis lubrication to 21 points, using a pump controlled by exhaust heat at startup. Cam and peg steering was used, and Girling hydro-mechanical brakes: hydraulic front, mechanical rear. The cars had an wheelbase.
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The optional C-Type cylinder head carried over from the XK120 catalogue, and produced gross at 5750 rpmt. When fitted with the C-type head, 2-inch sand-cast H8 carburettors, heavier torsion bars and twin exhaust pipes, the car was designated XK140 SE in the UK and XK140 MC in North America. In 1956 the XK140 became the first Jaguar sports car to be offered with automatic transmission.
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The engine used torsion bars in the camshafts to both drive the supercharger and absorb shocks from changing drive loads. Goossen tried vane and Roots style superchargers before finally settling on a Miller centrifugal blower. After Meyer retired from racing, driver Rex Mays posted some good results with the car. In 1938 industrialist Lew Welch and Winfield embarked on a project to build a new V8 powered Indy car.
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Larger torsion bars were fitted to the front suspension. Flasher-type traffic indicators replaced semaphore arms. Jaguar Mark VII M Distinguishing the Mark VII M from its predecessor, circular grilles over the horns were installed below the headlights in place of the former integrated auxiliary lamps, which were moved slightly further apart up- rated and mounted on the bumper. Both bumpers now wrapped further around the sides of the car.
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Some people use shocks to modify spring rates but this is not the correct use. Along with hysteresis in the tire itself, they damp the energy stored in the motion of the unsprung weight up and down. Effective wheel bounce damping may require tuning shocks to an optimal resistance. Spring-based shock absorbers commonly use coil springs or leaf springs, though torsion bars are used in torsional shocks as well.
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Ideal springs alone, however, are not shock absorbers, as springs only store and do not dissipate or absorb energy. Vehicles typically employ both hydraulic shock absorbers and springs or torsion bars. In this combination, "shock absorber" refers specifically to the hydraulic piston that absorbs and dissipates vibration. Now, composite suspension system are used mainly in 2 wheelers and also leaf spring are made up of composite material in 4 wheelers.
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Three of the crew were to the left of the gun: driver to the front, then gunner and last the loader. The vehicle commander and lockman were to the right: commander to the front and the lockman behind. When the crew consisted of four men, the loading was carried out by the lockman. The suspension consisted of twelve torsion bars for the six road wheels on either side.
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Volkswagen added a "Super Beetle" (the Type 131) to its lineup in 1971. The Type 131 differed from the standard Beetle in its use of a MacPherson strut front suspension instead of the usual torsion bars. The Super Beetle featured a new hooded, padded dash and curved windshield (from 1973 model year on up). Rack and pinion steering replaced recirculating ball steering gears in the model year 1975 and up.
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Initial photographs revealed that the car used a suspension concept appearing similar to that previously used in the TS040—a double wishbone arrangement with pushrod- actuated internal components paired with torsion bars. Compared to the TS040, the nose was also raised (a trait shared with its rivals, the Audi R18 and the Porsche 919 Hybrid), which allowed for a large opening beneath the nose, and for elements to be placed to tune airflow.
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158 Porsche had experience of this form of petrol-electric transmission extending back to 1901, when he designed a car that used it. Suspension for the "slack track" equipped Ferdinand consisted of six twin bogies (three per side) with longitudinal torsion bars, without any overlapping wheels or return rollers. There are sprockets at both ends of the vehicle. The drive sprockets are at the rear, while the front pair contain a drum brake system.
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The Mazda R360 is a kei car manufactured and marketed by Mazda as the company's first automobile -- a two-door, four-seat coupé. Introduced in 1960, the R360 featured a wheelbase, weighed and was powered by a rear-mounted air- cooled 356 cc V-twin engine producing and of torque. The car was capable of and featured a 4-speed manual or two-speed automatic transmission. The suspension, front and rear, was rubber "springs" and torsion bars.
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Reverse gear was provided within the transfer box, allowing all five gears in either direction. The centre bevel boxes were included within the transfer box housing and had a slight overdrive to the drive shafts fore and aft. Each wheel station used double wishbones and torsion bars for suspension with four (three on the centre stations) shock absorbers. Steering was applied to the centre wheels and a lever arrangement moved the front wheels by a proportionately larger amount.
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These models were identified by a "Volkswagen" badge on the engine lid. The rear suspension was significantly revised and included a widened track, softer torsion bars and the addition of a unique Z-configuration equalizing torsion spring. On US, UK and Ireland models, the generator output was increased from 180 to 360 watts, and the entire electrical system was upgraded from 6 to 12 volts. The clutch disc also increased in size and changes were made to the flywheel.
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The turret has been refitted with a new set of hydraulic and servo control improving performance. The rest of the vehicle is completely overhauled including the torsion bars, brakes, fuel supply, electric system, wheels, seals, paint, and smoke grenades. The vehicle has also been retrofitted with the Automatic Fire and Explosion Sensing and Suppression System (AFSS). It is equipped with the LOTHAR gun sight, DNVS-4 Driver's Night Vision Sight and TURMS digital fire control system.
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The 223 had a revised chassis and suspension system. The front I-beam suspension used on the 220, 221 and 222 was replaced with an independent front suspension with torsion bars. A long bed version was introduced with the 222. As a low cost option, a lightly changed model of the D10 sidevalve-engined predecessor was introduced in October 1957 (the Datsun 124), followed by the Datsun 125 in 1959 and finally the Datsun 126 in 1960.
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This avoided transmitting the propeller shaft torque through the platform. Where a propeller shaft has been used, these have been for rare examples with four-wheel drive. Attaching the suspension to a platform chassis requires independent suspension and encourages the use of suspension features such as torsion bars or trailing arms. As the chassis is in a single plane, it would be difficult to use a solid axle, without raising the entire platform above the axle line.
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The front suspension was similar to the Bagheera's, while the rear suspension was a departure from the Murena's predecessor. In the tradition of the Simca 1100, Talbot Alpine, and Talbot Horizon, at the front were upper and lower transverse A-arms with longitudinal torsion bars and telescopic hydraulic shock-absorbers. An anti-roll bar was also fitted. At the rear, the Bagheera's torsion bar suspension was replaced by MacPherson struts and coil springs with trailing arms.
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The steering system was set up so that shallow turns used only the wheels, but brakes would be applied to the tracks the farther the steering wheel was turned. The drive sprockets had rollers rather than the more common teeth. The rear suspension consisted of six double roadwheels, overlapping and interleaved in the Schachtellaufwerk system, mounted on swing arms sprung by torsion bars. An idler wheel, mounted at the rear of the vehicle, was used to control track tension.
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The engine was placed in front of the front axle and powered front wheels through a 4-gear manual gearbox, identical with that of Syrena 100. The front suspension was not identical with that from the classic Syrena, but based on the same concept: independent with single transverse feathercoil, lower A-wishbones and hydraulic dampers. Single-circuit drum brakes were installed on all wheels. Specific for Syrena Sport was the independent rear suspension, with trailing arms, torsion bars and almost horizontal hydraulic dampers.
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Stanisław Łukaszewicz was the chief designer of another important innovation: self-supporting chassis with strengthened floor panel - other Syrenas at that time used traditional steel ladder frame. The stylish body of the car was moulded in fibreglass, which was the first such attempt at FSO. Syrena Sport also had a new independent rear suspension with trailing arms and torsion bars designed by Antoni Drozdek. Some other systems were built and tested, such as FSO’s first floor shifting mechanism and hydraulic-controlled clutch.
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Built to run in the sports car class that had been announced the previous year, the car was named the Hot Rod Magazine Special in honor of its sponsor. Miller fabricated a custom steel tube frame that used a coil-spring front suspension from a 1956 Chevrolet and a Ford rear axle with a Halibrand quick-change differential. Springing was by torsion bars. The engine was a small-block Chevrolet that had been bored and stroked to and equipped with Hilborn injection.
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The Armstrong Siddeley Lancaster is an automobile which was produced by Armstrong Siddeley Motors Limited from 1945 to 1952. It was the first post-war sports saloon to be made by the company. The chassis of the Lancaster was all new and featured independent front suspension using torsion bars and a live rear axle with leaf springs. A Girling hydro-mechanical braking system was fitted, with the front drums hydraulically operated while those at the rear used rod and cable.
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Other features included police-spec suspension with 15"x7" wheels, heavy duty torsion bars/leaf springs/shocks, front and rear sway bars, and a 3.23 rear gear ratio. The deteriorating U.S. domestic economic conditions that led to the early 1980s recession reflected in low demand and less than 2,900 were built. The 300 model was planned for the 1980 model year using the new 2nd- generation Cordoba (based on the downsized Chrysler J platform), but was instead called the "LS".
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22 Both tracks and wheels were used for steering. The steering system was set up so that gentle turns used just the steerable front wheels, but brakes would be applied to the tracks the farther the steering wheel was turned. The drive sprocket had the track-saving but more complicated rollers rather than the more common teeth. The rear suspension consisted of five double roadwheels, overlapping and interleaved in the Schachtellaufwerk layout, mounted on swing arms sprung by torsion bars.
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Alfetta GT engine bay GTV 6 engine The Alfetta introduced a new drivetrain layout to the marque. Clutch and transmission were housed at the rear of the car, together with the differential for a more balanced weight distribution, as used on the Alfetta 158/159 Grand Prix cars. The suspension relied on double wishbones and torsion bars at the front and a De Dion tube at the rear. When leaving the factory all Alfettas were originally fitted with Pirelli Cinturato 165HR14 tyres (CA67).
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Design features included aerodynamic styling with the headlights faired into the wings and, for the time, a steeply sloped, curved windscreen. The body was of pressed steel, incorporating a box-section chassis, and was made for Jowett by Briggs Motor Bodies in their Doncaster factory. The suspension used torsion- bars on all wheels (independent at the front) and internal gear-and-pinion steering. PA and PB models had mixed Girling hydraulic brakes at the front and mechanical braking at the rear.
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The system first saw military use in the Swedish Stridsvagn L-60 tank of 1934. It was used extensively in European cars like Renault, Citroën and Volkswagen, as well as by Packard in the 1950s. The Packard used torsion bars at both front and rear, and interconnected the front and rear systems to improve ride quality. Morris Minor and Oxford from the late 1940s onwards used a front torsion bar system very similar to the Citroen, as did the Riley RM models.
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Steel wheels replaced the wires and the front suspension was now independent using torsion bars. Lockheed hydraulic brakes with a dual-circuit for safety were used. The engine was extensively altered and its capacity increased to 3215cc. The change was achieved by extending the stroke to 101.6mm and decreasing the bore to 81.9mm the effect of which was to put the car into the lower 25hp tax bracket. The 4-speed gearbox was carried over and in 1938 gained synchromesh on first gear.
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The Sd.Kfz. 250 also inherited the track- sparing but more complicated rollers in place of the more commonplace toothed sprockets. The track ran on four double roadwheels overlapping and interleaved in the so-called Schachtellaufwerk design used by nearly all German half- tracked vehicles, mounted on swing arms sprung by torsion bars, track tension being maintained by an idler wheel, mounted at the rear. The front wheels had transversely mounted leaf springs and shock absorbers (the only ones fitted) to dampen impacts.
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Because the rear torsion bars are located one behind the other, the wheelbase is longer on the right side than on the left. The R3 and R4 had four-wheel torsion-bar independent suspension. This was an innovation that would be copied on a succession of subsequent front-engined Renaults introduced during the 1960s and 70s. The car features a shorter wheelbase on the left than on the right because the rear wheels are not mounted directly opposite one another.
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The Tiger reproduction uses a Scania truck engine. The running gear is T55 (Track,support arms and torsion bars) M110 Road wheels and the drive/ steering component is from a T62, but it is outwardly a running, almost completely accurate Tiger 1, except that the front drive sprocket (which due to the T62 T/case sits 200mm too high) and T55 Track. It was completed in November 2016, and is the only reproduction tank of this scale to be completed in Australia.
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The suspension system was based on longitudinal torsion bars for primary springing and featured fully independent suspension at all four wheels using double wishbones. Each wheel station was also fitted with a rubber cone and cup system to buffer extreme upward suspension travel with energy control exercised by double-acting telescopic hydraulic dampers. This system gave an exceptional cross-country performance. Front and rear axles were constructed into a cradle sub-assembly, which could be rapidly exchanged in the field.
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The steering system was set up so that shallow turns used only the wheels, but brakes would be applied to the tracks the further the steering wheel was turned. The drive sprocket, like all German halftracks, had rollers rather than the more common teeth. The rear suspension consisted of six double sets of overlapping, interleaved Schachtellaufwerk layout roadwheels mounted on swing arms sprung by torsion bars. An idler wheel, mounted at the rear of the vehicle, was used to control track tension.
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The fenders, quarter panels, floor and roof contributed to the stiffness of the body shell. A unit wheelbase comparison showed the Valiant to be 95% stiffer in torsion and 50% stiffer in beam than a 1959 Plymouth with separate body-on-frame construction. Dynamic testing showed that high structural resonant frequencies were attained, indicating greater damping and reduced body shake. The front suspension consisted of unequal length control arms with torsion bars, while the rear suspension used a live axle supported by asymmetric leaf springs.
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Steering was rack and pinion. The suspension system was fully independent via MacPherson struts in front, while the rear had a compact and ingenious system of transverse torsion bars and trailing arms. At just under for the base model, the Alliance was also the lightest car assembled in the U.S. in its time. The Alliance was slightly smaller on the outside than the competing first-generation Ford Escort (North America), but it was somewhat bigger on the inside where it looked larger and more inviting.
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All of Chrysler’s full sized cars, except the Imperial, received major makeovers for the 1965 model year. They were the work of Chief of Design, Elwood Engel, who was hired away from Ford Motor Company a few years earlier. The unitized body and chassis, with longitudinal front torsion bars and rear leaf springs carried over from the prior generation. Automatic transmission equipped cars dropped the dashboard pushbutton shift control, and converted to the new industry standard PRNDL sequence shift lever, either column or floor mounted.
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This is a suspension system that makes use of 4 torsion bars (2 front / 2 rear) that use torsion arms and shocks to regulate suspension travel. Some cars will run with a wing on top to help with downforce the get the car to stick to the track. Others will run without a wing to let the car slide for more exciting racing. However, there is a growing number of cars that use a torsion bar rear set-up with a coil- over front set-up.
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They are connected to the torsion bars on swing arms, whose deflection is limited by volute springs. Drive is through the drive sprockets located at the rear. The Rubber-mounted shocks were modified to achieve better stability during firing. The track is manufactured by the company Diehl, rubber track pads fitted, and is "live" track with rubber bushings between the track links and pins (type: D 640 A). Grouser/icecleats can replace the rubber pads on some track links to increase traction on slippery surfaces.
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In June 1965, the rebodied L20 Suzulight Carry replaced the FB. The ladder-frame chassis was modified, now with independently sprung front wheels (by torsion bars). While output remained 21 hp, the engine benefitted from Suzuki's patented CCI (Cylinder Crank Injection) lubrication system. The Carry Van was replaced by the new L20V in January 1966, and there was also a dropside pickup (L21). Finally, there was the L20H, a pickup with a canvas canopy and a rear-facing seat placed in the bed, providing seating for four.
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Automatic transmission, priced at $650 MSRP, was the only extra cost factory option. Interior color choices were grey or black. The grey interior became available mid-1981 model year. The standard feature list included stainless-steel body panels, gull-wing doors with cryogenically treated torsion bars, 5-speed manual transmission, Bridge of Weir leather seats, air conditioning, AM/FM cassette stereo system, power windows, locks and mirrors, a tilt and telescopic steering wheel, tinted glass, body side moldings, intermittent windshield wipers, and electric rear-window defogger.
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Torsion bars and torsion fibers do work by torsion. However, the terminology can be confusing because in helical torsion spring (including clock spring), the forces acting on the wire are actually bending stresses, not torsional (shear) stresses. A helical torsion spring actually works by torsion when it is bent (not twisted). We will use the word "torsion" in the following for a torsion spring according to the definition given above, whether the material it is made of actually works by torsion or by bending.
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It had front-wheel drive, long-travel fully independent suspension, and Rack and pinion steering. It had a simple body with minimal equipment, a large space for cargo or luggage, and 'deckchair' seats which could be easily removed. However, the Renault 4 updated this basic concept with a larger four-cylinder water-cooled engine with a sealed cooling system offering much better refinement and performance than the contemporary 2CV, with a top speed of over . The suspension consisted of torsion bars which required no regular maintenance.
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The steering system was set up so that shallow turns used only the wheels, but brakes would be applied to the tracks the farther the steering wheel was turned. The drive sprocket had rollers rather than the more common teeth. The rear suspension consisted of six double roadwheels, overlapping and interleaved in the usual Schachtellaufwerk system used for German half-track vehicles, mounted on swing arms sprung by torsion bars. An idler wheel, mounted at the rear of the vehicle, was used to control track tension.
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The Armstrong Siddeley Typhoon is a two-door, four-seat fixed-head coupé automobile produced by the British company Armstrong Siddeley from 1946 to 1949. It was based on the Armstrong Siddeley Lancaster saloon and continued the company's theme of naming cars after Hawker Siddeley World War II aircraft. The chassis had independent front suspension using longitudinal torsion bars and a live rear axle with leaf springs. A Girling hydro- mechanical braking system was fitted, with the front drums hydraulically operated while those at the rear used rod and cable.
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One of the primary differences was that the engine, which featured a V4 layout in place of the Fiat's inline-four, was air-cooled. The Zaporozhets also featured bigger wheels and front suspension on torsion bars. In 1958, the government ordered production of the car in the reformed ZAZ factory, under its final designation ZAZ-965. All further production of the car was carried out there. The new car was approved for production at the MeMZ factory 28 November 1958, changing the name to ZAZ (Zaporizhia Automobile Building Plant) to reflect the new profile.
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The Barkas B 1000 is a two-axle vehicle with a front-mounted engine and front-wheel drive. From the factory, it has a wheelbase of 2,400 mm. The chassis of the Barkas depends on its body type: panel vans and minibuses have a semi-self-supporting body mounted on a box frame, whilst pickup trucks and special vehicles have a U-section frame. The independent suspension of the Barkas is very unusual, it has diagonal link rear and front suspension with torsion bars and hydraulic shock absorbers.
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To cut costs and speed up the research and development, the new powertrain package destined for the Fiesta was tested in Fiat 127 development "mules". Unlike several rivals, which used torsion bars in their suspension, the Fiesta used coil springs. The front suspension was of Ford's typical "track control arm" arrangement, where MacPherson struts were combined with lower control arms and longitudinal compression links. The standard rear suspension used a beam axle, trailing links and a Panhard rod, whilst an anti-roll bar was included in the sports package.
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The four-speed gearbox was synchronized only on the top three gears. Rear view of a two-door Carol 360 The Carol was perhaps overengineered: it had a very strong monocoque body, a four-cylinder four- stroke engine with a five-bearing crankshaft and four-wheel independent suspension by torsion bars, but this led to high production costs, comparably high weight, and its very comfortable ride was offset by cramped accommodation. Nonetheless, the Carol was an incredible success in the marketplace, capturing 67% of the Kei market in its first year.
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The Imperials carried a market-leading 24-month/30,000-mile limited warranty which covered all labor, maintenance, and parts (except tires). The Imperial's front suspension featured transverse-mounted torsion bars; the rear suspension included asymmetric multiple-leaf, "S"-shaped springs, anti-sway bar, and telescopic shock absorbers. Extensive use of rubber isolators contributed to the Imperial's virtually silent ride on top of Goodyear polyester steel-belted Arriva tires. For the new Imperial, a special quality-assurance center had been built adjacent to the Windsor plant where the car was assembled.
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The tail lights were replaced by the Volkswagen Brasilia's Mercedes-style units. The small push-button door handles were replaced with more modern units borrowed from the Alfa Romeo Ti 4. alt= The P-018 model came out in 1982; it used a version of the VW Brasilia Variant II's more modern chassis with the Brasilia's front suspension. The P-018 had slightly wider front and rear tracks, and a rear suspension that featured semi-axles with constant-velocity joints, sprung by transverse torsion bars, rather than the Brasilia's simpler semi-trailing rear.
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Bishop, p. 220 The main gun's lethality was improved with the introduction of a new armour piercing fin stabilized discarding sabot (APFSDS). The original engine was exchanged for an improved variant, known as the HS-110.2, producing . The poor transmission was replaced with the semi-automatic SESM ENC200 transmission (now RENK France), with a torque converter. The suspension was improved by adopting new torsion bars and shocks, which increased the vertical deflection range of the road wheels,de Mazarrasa (1990), p. 72 thereby improving the tank's off-road mobility.
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The car's turning angle changed as the momentum of the centrally mounted engine increased on the chassis, causing oversteer. All Auto Unions had independent suspension, with parallel trailing arms and torsion bars at the front. At the rear, Porsche tried to counter the tendency to oversteer by using a then-advanced swing axle suspension on the early cars. On the later Type D, rear suspension was a de Dion system, following the lead of Mercedes-Benz, but the supercharged engines eventually produced almost 550 horsepower, which exacerbated the oversteer.
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Another distinctive feature of the DeLorean is its gull-wing doors. The DeLorean features heavy doors supported by cryogenically preset torsion bars and nitrogen-charged struts. The doors featured small cutout windows, because full-sized windows would not be fully retractable within the short door panels. Although early production cars had fitment problems due to faulty striker plates and issues with weather seals, these were tolerable because gull-wing doors allowed occupants to enter and exit the car in tight parking places as well as attracting attention from people nearby.
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Dyna Junior rear three-quarter view The Dyna Junior would use two versions of the Dyna X chassis over the course of its production history. Early Juniors used the X86 chassis from the Dyna X 120 while later models used the X87 chassis from the Dyna X 130. This platform gave the Junior a wheelbase of and front and rear tracks of . The front suspension was independent with upper and lower transverse leaf springs, while the rear was a rigid trailing axle with a central pivot and torsion bars.
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The German World War II Panther tank (and some Tigers) had double torsion bars. Needing bars longer than the width of the tank to get the required spring rate and maximum elastic bend angle from available steel alloys, designer Ernst Lehr created a suspension that effectively folded the bars in half. For each wheel, one rod was attached to the suspension arm, while another was mounted to a nearby point on the frame. On the opposite side of the tank, the two rods were attached to each other and fitted into a pivot.
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Rear access was double doors in the rear (with or without 'giraffe hatch' above for long items), or with a large, upward opening tailgate. The Express was also supplied as pickup, as standard factory wheelchair vans or with various special bodies (refrigerated trucks, workshop vehicles available, etc.). As with its predecessors, the Renault 4 F4 and F6, all wheels were individually suspended: The front by MacPherson struts and wishbones and the rear by trailing arms with torsion bars. Most similar vehicles, such as the Volkswagen Caddy or Opel Combo etc.
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The chassis featured rack and pinion steering, with independent suspension at the front. However, the front suspension was now refined through the addition of longitudinal torsion bars, an approach probably copied from the Citroën Traction that had appeared the year before. Commentators noted that the new engine and suspension enhancements gave rise to a combination of performance and road- holding that was among the best in class for the time. Another novelty for the S4-E was a hydraulically controlled brake circuit in place of the then conventional mechanical linkage.
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SCX Group in Wincobank built the rectractable-roof for the No. 1 Court (Wimbledon). Polestar, at Tinsley off the A631 next to the M1, claim to have the most advanced gravure printing plant in Europe. Tinsley Bridge off the A631 makes suspension springs and torsion bars. SIG plc (Europe's largest insulation distributor) and Stanley Tools UK are at the former city airport, with a manufacturing plant off the A631 on the Hellaby Ind Estate next to the M18, and had a former site on the B6075 in Sheffield.
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The Z-403 featured a single chassisless structure which allowed a better use of space, with all the mechanical units located in the underside of the vehicle, isolated from the passenger compartment. Its split-level deck greatly improved the passengers' view and allowed for considerable luggage space. Its concept answered to the creation of a vehicle with a total length of , capable of transporting 30 to 45 seated persons depending on the comfort desired, and with good visibility. For greatest comfort, independent front-wheel suspension was used, with transverse arms and torsion bars.
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The AF101 was the only Formula One car built by Amon Racing; the AF101 designation deriving from A for Amon and F for Fowell. Fowell and Tom Boyce designed the car which featured a single central fuel tank, titanium torsion bars and a forward driving position. One unusual (for the time) feature of the AF101 was that the fuel tank was located between the driver's cockpit and the engine. Structurally, it proved to be weak and was not ready for a Formula One appearance until the fourth race of the season, the Spanish Grand Prix.
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Lower front hull and rear armour plates were cylindrical, and were quite complex in their method of production. The ML-20S gun-howitzer was mounted slightly to the right of centre with a limited traverse in a range of 12 degrees. Three of the crew were to the left of the gun: driver to the front, then gunner and last the loader. The vehicle commander and breech mechanism operator were to the right. The suspension consisted of twelve torsion bars for the six road wheels (each 600 mm in diameter) on each side.
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In 1934 the Państwowe Zakłady Inżynieryjne started work on a Polish luxury car for government officials that would replace foreign automobiles. The project was led by Kazimierz Studzinski, and in five months the car was designed and a chassis was complete. The car was of a simple, yet modern construction designed by Alexsander Rummel and Mieczysław Dębicki based on a central frame of two C-profiled beams. The car was called the Lux-Sport (or L-S) and had a completely independent suspension and used very long torsion bars as springing elements.
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Using the Renault 25 chassis the suspension was derived from the Renault Medallion (Renault 21). The suspension featured a four-wheel independent system with MacPherson struts at the front wheels and two torsion bars at each rear wheel, with stabilizer bars in both front and rear. The exterior by Giorgetto Giugiaro's Italdesign was picked over other concepts generated by AMC's own styling department and other independent firms. The Premier's body's drag coefficient of 0.31 is slightly lower than the 1986 Ford Taurus that was well known for its aerodynamic shape.
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The basic vehicle is powered by indigenously manufactured 6-cylinder, opposed piston, vertical in line, water cooled, two stroke CI engine with uni- flow scavenging coupled to a semiautomatic transmission with 6 forward and 2 reverse speed . suspension is provided by trailing arm type torsion bar with all road wheel stations the vehicle also has secondary torsion bars and double acting telescope shock absorbers in the two front and rear stations. Low ground pressure, adequate power-to-weight ratio improved suspension and final drive result in good mobility of the vehicle.
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The PL-01 would be equipped with a + diesel engine coupled to a torque converter, automatic gearbox and driving assistance mechanism. The suspension is based on seven wheels, with the drive shafts having active damping of torsion bars mounted on the first and last two pairs. The vehicle can reach speeds of up to on paved roads and in rough terrain with a maximum range of . It can successfully climb an inclination of 30 degrees, cross ditches and trenches to a width of , and cross water obstacles with a depth of up to without preparation, and up to deep with preparation.
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Devin D Porsche (1957) In 1958 Devin released a new model named the Devin D. This model came with a new body style and was built on a Devin-designed ladder chassis with a wheelbase of . The front suspension of transverse torsion bars and trailing links was from Volkswagen, while single coil-over-dampers and trailing arms were used at the rear. The buyer had the choice of rear-mounted air-cooled four-cylinder boxer engines from either Volkswagen or Porsche. The VW engine displaced and developed at 3700 rpm, while the Porsche engine displaced and made at 4500 rpm.
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The effort will install lighter tracks, shock absorbers, a new suspension support system, and heavy weight torsion bars. ECP2 will restore automotive power with a larger engine, a new transmission, and a smart-power management system for better electrical power distribution to accept future networked tactical radio and battle command systems.Army Develops New Concepts, Keeps Existing Fleets Rolling - Defensenews.com, 12 October 2014Upgrades 'new normal' for armor in uncertain budget environment - Army.mil, 20 October 2014 The first Bradleys upgraded with ECP1 were fielded in mid-2015, and the first to be upgraded with ECP2 will begin fielding in 2018.
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The suspension benefitted from new anti-roll bars, firmer shock absorbers and larger diameter rear torsion bars. Porsche also upgraded the brakes to units similar to those used on the 917 race car. While the increase in displacement and addition of an intercooler increased power output and torque, these changes also increased the weight of the vehicle, especially the engine, which contributed to a substantial change in the handling and character of the car compared to the earlier 3.0-litre models. Changing emissions regulations in Japan and the United States forced Porsche to withdraw the 930 from those markets in 1980.
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The suspension of the Mk. 4 is almost the only feature carried over with little change from the Vickers Mark 1 and Mark 3 MBTs. The total vertical wheel travel is 303 mm (bump : 202 mm / rebound : 101 mm). In principle, it is of a conventional, torsion bar type, but it is unique in having secondary torsion bar springs in the trailing arms of the first two and the last road wheels on each side. The secondary torsion bars provide more effective springing at the most critical wheel stations and significantly improve the ride over rough ground.
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Issigonis' design included the same ideas he had proposed for the Ten before the war: independent suspension, rack and pinion steering, and unitary construction. In the case of the Mosquito, Issigonis was inspired by the Citroën Traction Avant, a car he greatly admired, and he proposed using torsion bars on each wheel, as on the Citroën, rather than the usual coil spring system. The French car, launched in 1934, had also been an early example of the use of rack and pinion steering. Nearly every feature of the Minor served the joint aims of good handling and maximum interior space.
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The Type 3's torsion bars are cross- mounted in the lower tube, so that each individual torsion bar spans the full width of the car, the upper tube containing an anti-roll bar that connects the upper trailing links to each other. The complete front suspension unit is rubber-mounted to the car's floorpan. In 1968 the rear suspension was upgraded to double jointed CV joint semi trailing arm suspension (sometimes called IRS by VW enthusiasts to differentiate it from the previous ( IRS ) swing-axle type), a design feature that previously appeared on the VW Type 2 in 1967.
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It is also difficult to arrange spring attachments for springs such as half-elliptic springs requiring distance fore and aft of the axle line, or for coil spring or strut suspensions needing an attachment point raised vertically above the platform. Instead, springs such as torsion bars are used. Whether these are transverse or longitudinal, they lie in the horizontal plane of the platform and so can be worked in to such a chassis. Other torsion-based systems, such as twist-beam rear suspension, may be used as well for front-wheel drive cars with light rears.
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The suspension was independent all round, making a first for MG and possibly the British motor industry, and used wishbones and longitudinal torsion bars allowing a large amount of wheel travel to allow for the poor surfaces on many of the contemporary racing circuits, especially Brooklands. Lever arm hydraulic shock absorbers were used. The brakes were cable-operated using 12-inch (305 mm) drums and the wheels were wire spoked and secured by a centre lock nut. The aluminium single-seat body had the appearance of a miniature Grand Prix racer, and was designed to be easily removable.
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The channel section chassis had suspension by leaf springs at the front and a mix of leaf springs and torsion bars at the rear. At the front semi-elliptical springs were used with radius arms controlling fore and aft movement of the axle. The radius arms were joined by a torsion bar across the front of the chassis to act as an anti-roll bar. At the rear the quarter-elliptical springs had their front ends mounted in a boss that was attached to a short transverse torsion bar which controlled the rotation of the boss making the suspension a hybrid arrangement.
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The aluminium- bodied cars – steel supplies were effectively non-existent for new businesses in Britain's new centrally planned economy – were extremely complex and very expensive with a torque converter (Brockhouse Hydro-Kinetic Turbo Transmitter) entirely replacing the gearbox. The torque converter was controlled by a small switch with forward and reverse positions. Suspension was fully independent using torsion bars and there were built-in electric jacks. Other innovative luxury items included a trickle-charger to charge the battery from the domestic mains, an immersion heater in the engine, interior heating of the body and a built-in radio.
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In March 1942 a requirement was issued for a lighter howitzer by the Wehrmacht that must also be ready as soon as possible and capable of rapid production. This requirement was met by mounting the barrel of the leFH 18M on the carriage for a 7.5 cm PaK 40 antitank gun. The new carriage used torsion bars running the full length of the carriage to suspend the wheels. The original wheels of the PaK 40 mounting were too small for use by the howitzer and were replaced by larger pressed- steel wheels with solid rubber tires.
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1973 International 1210, facelift version with metal grille The 1010 and 1110 have the same weight rating, the difference being in the front suspension: independent, by torsion-bars, for the 1010, and of a solid I-beam construction for the 1110 (and all heavier versions). A first for the segment was the option of a Bendix anti-lock brake system called Adaptive Braking System by International. Operating only on the rear wheels, it was made available the pickups (and Travelalls) in late 1971. Due to the expense of this novel system, it was a rarely selected option.
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The appearance was somewhat of a rounded off Charger, and was in response to getting a car that would be eligible for NASCAR that would be more aerodynamic, something that the 1975–1978 Charger was not. Styling features included four rectangular headlights behind retractable clear covers, with narrow opera windows, and an optional T-bar or power sunroof. The Magnum was well-featured with power steering, brakes and seats; the suspension included Chrysler's standard adjustable, longitudinal torsion bars, lower trailing links, and front and rear anti-sway bars. The base engine was the V8 with Lean-Burn, while two and four-barrel carbureted and V8s were optional; weight was nearly .
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An automatic transmission, overdrive on the manual, and Burman power steering were optional with overdrive becoming standard from May 1960. Stopping power came originally from a Girling brake system that employed drums all round, but this was a heavy car and by the time of the London Motor Show in October 1959 Girling front power discs brakes were fitted. The suspension was independent at the front using wishbones and torsion bars and at the rear had a live axle with semi-elliptic leaf springs. A Mark I-A line, introduced in September 1961, featured a minor restyle with added front quarter windows, intended to "assist the dashboard ventilation".
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The LAV-A2 project involved developing and installing an internal and external ballistic protection upgrade package, developed by Armatec Survivability, for the Light Armored Vehicles, an automatic fire suppression system for the interior of the vehicle and a Generation II suspension upgrade to support the added weight of the new armor. The suspension upgrade includes new struts/steering knuckles, torsion bars, shocks and mounts and driveshaft. The three-kit armor system provides the LAV with additional survivability against improvised explosive devices (IED) and direct-fire kinetic energy weapons. The LAV-25A2 includes the Improved Thermal Sight System (ITSS) developed by Raytheon, scheduled for fielding by the end of 2007.
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1948 prototype The Citroën G Van was the 1948 prototype built by Citroën of a small truck which looked like a scaled down version of the H Van, and equipped with an enlarged version of the 2CV flat twin enlarged to 475 cc. Front suspension was akin to that of the 2 CV but with twin suspension arms while the springing medium was by torsion bars front and rear. It was never put into production, the decision was made to employ the 2 CV running gear instead in the AZU/AK series, which had a lower volumetric efficiency. One copy of the G Van has survived till today.
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Because of the car-to-car differences, each hardtop fits only the car for which it was made. The front suspension had parallel double wishbones with torsion bar springs and an anti-roll bar. The rear suspension had a live axle, also sprung by torsion bars, and located by a Panhard rod and a central, transverse A-arm to control acceleration and braking forces. The brakes were Alfin drum brakes of 284.5 mm (11.2 in) diameter, and power brakes were optional. Late-model 507s had front Girling disc brakes. & Pirelli 185VR16 Cinturato radial tyres. The engine was BMW's aluminium alloy OHV V8, of displacement, with pushrod- operated overhead valves.
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The torsion-bar suspension, sometimes including shock absorbers, has been the dominant heavy armored vehicle suspension since World War II. Torsion bars may take space under or near the floor, which may interfere with making the tank low to reduce exposure. As with cars, wheel travel and spring rate affect the bumpiness of the ride and the speed at which rough terrain can be negotiated. It may be significant that a smooth ride, which is often associated with comfort, increases the accuracy when firing on the move (analogously to battle ships with reduced stability, due to reduced metacentric height). It also reduces shock on optics and other equipment.
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During the 1960s, the lever arm was replaced by the telescopic shock absorber. This was encouraged by better roads and motorways, increasing average speeds and driver expectations of handling. The telescopic shock absorber dissipated heat more effectively, owing to its larger working volume of fluid and also the better ratio of surface area to fluid volume. About the only area where lever arm shock absorbers still are actively used is tank suspensions, where their compact size and unique geometry allow them to be easily integrated with the suspension's torsion bars, and the massive tank chassis acting as a one huge heatsink alleviates the heat dissipation problems.
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Simca 1200 GLS "Confort" Break made by Chrysler España in Spain (estate) When first shown on Sardinia and at the Paris Auto Show in 1967, the 1100 was advanced in design, featuring a hatchback with folding rear seats, disc brakes, rack and pinion steering, an independent front (double wishbone) and rear (trailing arm) suspension using torsion bars. Numerous permutations were available, with a manual, automatic and semi-automatic transmission. The engine was slanted to allow for a lower bonnet; and the engine, gearbox, and suspension were carried on a subframe to allow the unibody to be relatively unstressed. The body was welded to the frame, not bolted.
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All-new Tahoe and Yukon are launched. Side-impact airbags are standard for driver and front passenger, OnStar communications system optional, automatic headlamp control standard, Power-operated sunroof optional for first time, new uplevel 9-speaker audio system with rear mounted subwoofer, Driver Message Center, new PassLock II theft-deterrent system, Autoride Suspension system optional on Tahoe LT and Yukon SLT, all-new independent SLA front suspension with torsion bars and all- new five-link rear suspension with coil springs. The GMT400 Tahoe was carried over into the 2000 model year as two "Limited Edition" models: the 4X2 Limited, and the 4X4 Z/71. Both models were discontinued after the 2000 model year.
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Featuring transverse-mounted torsion bars and a slightly larger body, the Volaré (and its Dodge twin, the Aspen) was an instant sales success. Available as coupe, sedan, or station wagon, the Volaré offered a smoother ride and better handling than the Dart/Valiant, but suffered quality control problems and by 1980, was selling poorly. Realizing that front-wheel drive, four-cylinder engines, and rack-and-pinion steering would become the standards for the 1980s, Chrysler introduced a new compact car for 1978, the Plymouth Horizon/Dodge Omni twins, based on a Simca platform. Horizon sold well, but suffered from a scathing report by Consumer Reports, which found its handling dangerous in certain situations.
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Chris Amon seated in the Amon AF101 at the NZ Festival of Motor Racing 2011 For the 1974 F1 season, Amon revived Chris Amon Racing. Gordon Fowell designed the car, the AF101, which featured a single central fuel tank, titanium torsion bars and a forward driving position. Structurally, however, it proved to be weak and was not ready for an F1 appearance until the fourth race of the season, the Spanish GP. Amon was only able to qualify 23rd, thanks to brake-disc vibration that only became worse with the tyres for the wet race that followed. Despite cautious driving, a brake shaft finally broke and Amon was forced to retire after 22 laps.
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1955 Packard Patrician The revolutionary new model Nance hoped for was delayed until 1955, partially because of Packard's merger with Studebaker. Packard stylist Dick Teague was called upon by Nance to design the 1955 line, and to Teague's credit, the 1955 Packard was indeed a sensation when it appeared. Not only was the body completely updated and modernized, but the suspension also was totally new, with torsion bars front and rear, along with an electric control that kept the car level regardless of load or road conditions. Crowning this stunning new design was Packard's brand new ultra-modern overhead-valve V8, displacing , replacing the old, heavy, cast-iron side-valve straight-eight that had been used for decades.
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Schachtellaufwerk interleaved wheels on a Panther The suspension consisted of front drive sprockets, rear idlers and eight double-interleaved rubber-rimmed steel road wheels on each side – in the so-called Schachtellaufwerk design, suspended on a dual torsion bar suspension. The dual torsion bar system, designed by Professor Ernst Lehr, allowed for a wide travel stroke and rapid oscillations with high reliability, thus allowing for relatively high speed travel over undulating terrain. The extra space required for the bars running across the length of the bottom of the hull, below the turret basket, increased the overall height of the tank. When damaged by mines, the torsion bars often required a welding torch for removal.Spielberger 1993, pp.
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This suspension system was later used on the Swiss Panzer 61. A most interesting aspect was the ability to lower the hull by placing the pivot points of the suspension units higher in respect to the hull bottom; by not having torsion-bars occupying the entire hull planform in the lowermost interior areas of the hull, but via cranks driven by hydraulic actuators on the sides of the hull. This reduced the height of the vehicles from 176 cm to 140 cm. The intention was to create several new light tank destroyers as a replacement for the Jagdpanzer 38(t), as well as a new family of Waffenträger armed with heavy anti-tank guns.
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The Clio's suspension and floorpan were largely the same as the R5, which was derived from the R9 saloon of 1981 and R11 hatchback of 1983 - not that of the original 1972 Renault 5, despite the later R5 visually resembling the original model. The suspension uses half- width torsion bars (full-width on higher spec models) with trailing arms at the rear, and coil sprung MacPherson struts, attached to a thick pressed steel subframe at the front. The engine range available at launch included 1.2 L and 1.4 L E-type "Energy" petrol inline-four engines (first seen in the Renault 19) and 1.7 L and 1.9 L diesel engines, both based on the F-type unit.
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The blocks were machined differently, to accept extra sensors for the Gems and Bosch (Thor) injection system and to allow the extra stroke of the 4.6 crankshaft. For the 2003 and 2004 model year, Discovery II they changed to the 4.6-litre V8 (though the 4.0 continued as the only V8 option offered in the UK). ACE (Active Cornering Enhancement, an electronically controlled hydraulic anti-roll bar system) was fitted to some versions, which reduced cornering roll. A pair of accelerometers are used to detect the angle of body lean and to instruct the ACE computer to counteract these movements by applying pressure to the vehicle's torsion bars via actuators which are hydraulically controlled.
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Both the M107 and M110 are based on a common chassis, which features five road wheels on either side of the chassis, idler arms attached to torsion bars, tracks driven from the front by a 450 hp General Motors turbo supercharged diesel with the turbocharger connected to the supercharger by a steel pencil sized "quill" shaft. The engine and transmission are mounted in the front right, with the driver to its left. The engine had an attached hydraulic pump used to traverse the turret with a manual backup hand crank. The hydraulic pump was sometimes improperly used to dig in the rear spade, resulting in damage to the hydraulic spade cylinders after the first round was fired.
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The K1 is a South Korean main battle tank in use with the Republic of Korea Armed Forces, developed by Hyundai Precision (later Hyundai Rotem). The vehicle's early design work was based on General Dynamics' M1 Abrams, with some noticeable differences including a combined system of hydropneumatic suspension and torsion bars, and a river-crossing fording kit, to meet the required operational capability that was specific to combat operations in the mountainous and swampy terrain of the Korean Peninsula. The K1A1 entered service in 1999, upgraded with a 120 mm smoothbore gun, and outfitted with more modern electronics, ballistic computers, and fire control systems developed by Samsung Electronics. Hyundai Rotem produced 1,511 K1 and K1A1 tanks between 1985 and 2010.
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At the 2018 Azerbaijan Grand Prix, Mercedes trialled a spoon-shaped central section with distinctive vortex-generating serrations on the trailing edge of the main profile. The spoon-shaped central section reduces the section of wing towards the outboard ends which will reduce the amount of drag and down-force, however gaining straight line speed when opening the drag reduction system. The jagged serrations which are bonded to the wing underside, will energize the airflow, trying to claw back some of the down-force lost to the narrower outboard ends. In order to solve the car weakness in tires temperature, a revised front suspension and steering assembly was used, having conventional rockers, torsion bars, inertial central damper and an offset extra rockers.
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The saloon was launched at the 39th Geneva Motor Show in March 1969, replacing the previous largest and most exclusive Fiat saloon, the Fiat 2300. It was a thoroughly modern car, with four-wheel independent suspension (modified MacPherson struts front and rear, with torsion bars in the front and coil springs in the rear). The Coupé, based on the same platform, was introduced in March 1971 having been designed by Paolo Martin of Pininfarina, who also manufactured the car. With a unique interior design (adopted in the saloon when it was upgraded to the 130B version which also featured the Coupé's enlarged 3235 cc V6), it featured a button-operated mechanism allowing the driver to open the passenger-side door.
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As in Germany, the original Karmann Ghia was replaced with the Type 3-based Karmann Ghia TC (Touring Coupé), but with a distinct look from the German Karmann Ghia Type 34. Neither enjoyed as much success as its estate-bodied sibling, the Variant. The 3-door Variant was produced from 1969 to 1977, followed by an updated successor with squarer body, the Variant II, which was produced from 1977 to 1980. Brazilian Type 3s used the front suspension from the Type 1 with its laminated half- width torsion bars in top and bottom tubes and solidly mounted to the floorpan, unlike the German Type 3's rubber mounted unit with full-width crossed round bars in the lower tube and anti-roll bar in the top one.
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General Motors first used torsion bars on their light-duty pickup trucks in 1960 until it was phased out in 1963 where traditional coil springs are used up front for their 2WD trucks. Its first use in a passenger car was in 1966, starting with the E-platform vehicles (Oldsmobile Toronado, Cadillac Eldorado), 4WD S-10 pickups and Astro vans with optional AWD, and since 1988, full size trucks and SUVs with 4WD (GMT400, GMT800, and GMT900 series). Porsche used four-wheel torsion bar suspension for their 356 and 911 series from 1948 until 1989 with the introduction of the 964. They are also used in the front suspension of the 914 as well as the rear suspension of the 924, 944, and 968.
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Torsion bar suspensions are used on combat vehicles and tanks like the T-72, Leopard 1, Leopard 2, M26 Pershing, M18 Hellcat, and the M1 Abrams (many tanks from World War II used this suspension), and on modern trucks and SUVs from Ford, Chrysler, GM, Mitsubishi, Mazda, Nissan, Isuzu, LuAZ, and Toyota. Manufacturers change the torsion bar or key to adjust the ride height, usually to compensate for engine weight. While the ride height may be adjusted by turning the adjuster bolts on the stock torsion key, rotating the stock key too far can bend the adjusting bolt and place the shock piston outside its standard travel. Over-rotating the torsion bars can also cause the suspension to hit the bump-stop prematurely, causing a harsh ride.
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Some vehicles use torsion bars to provide automatic levelling, using a motor to pre-stress the bars to provide greater resistance to load and, in some cases (depending on the speed with which the motors can act), to respond to changes in road conditions. Height adjustable suspension has been used to implement a wheel-change mode where the vehicle is raised on three wheels so that the remaining wheel is lifted off the ground without the aid of a jack. This example is of a vehicle that uses oleopneumatic suspension where a high pressure pump primes a pressure reservoir that feeds terminating spheres with hydraulic oil (LHM) to achieve suspension. The ride height is maintained by cross-linking front and rear suspension spheres using hydraulic connecting pipes.
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Two Transylvanian factories, Industria Sârmei in Turda and IAR in Brașov, along with one factory outside Transylvania (Concordia in Ploiești), were responsible for the production of the torsion bars and wheels used in the manufacturing of the TACAM T-60 tank destroyers. The Astra Works in Brașov, together with the Lemaitre Works in Bucharest, were responsible for the finishing of the gun carriages used by the TACAM T-60 tank destroyers (the carriages were designed and cast at Concordia).Mark Axworthy, London: Arms and Armour, 1995, Third Axis, Fourth Ally: Romanian Armed Forces in the European War, 1941–1945, pp. 222-223 For Romania's Renault R35 tanks, IAR in Brașov finished the cylinder heads and drive shafts which were cast at the Basarab Works in Bucharest.
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Illustration of the Beetle's engine air cooling and exhaust systems 1962 Volkswagen Beetle Engine The Beetle featured a rear-located, rear-wheel drive, air-cooled four-cylinder, boxer engine in a two-door bodywork featuring a flat front windscreen, accommodating four passengers and providing luggage storage under the front bonnet and behind the rear seat—and offering a coefficient of drag of 0.48; to this relatively good Cd, the also streamlined rear of car was of help. The bodywork attached with eighteen bolts to its nearly flat platform chassis which featured a central structural tunnel. Front and rear suspension featured torsion bars along with front stabilizer bar—providing independent suspension at all wheels. Certain initial features were subsequently revised, including mechanical drum brakes, split-window rear windows, mechanical direction- indicators and the non-synchronized gearbox.
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The engine was rated at at 5000 rpm and at 2500 rpm, achieving United States Environmental Protection Agency (EPA) fuel economy ratings of: : highway, city, combined, with the manual transmission, and : highway, city, combined, with the automatic. The Medallion featured four-wheel independent suspension with MacPherson struts in the front with negative offset for stability and inclined lower wishbones for anti-dive effect, while the rear suspension is controlled by a V-section cross-member with four transverse torsion bars and inclined shock absorbers. When the original European Renault 21 models were shown for 1986, they featured a different design compared to the contemporary cars of the era with more rectilinear traditional designs. The new Renault 21 design most closely resembled the aerodynamic look of the Audi 100 models that were introduced in 1983.
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Final drives are mounted in the front and the idler sprockets with track tensioners are mounted at the rear. The running gear has six road wheel stations per side, which guide a lightweight steel or segmented rubber band- type track. The rubber-tyred road wheels are mounted on a suspension system comprising swing arms with conventional torsion bars and a SupaShock damper systems, this set-up is proven to be reliable and cost-efficient. The Lynx is fitted with as many mature sub-systems as possible in order to facilitate maintenance. The KF41 transmission is the same as that used in the Puma and Ajax vehicles, the Liebherr engine is widely used in the construction industry, and the driver’s station is taken from the Kodiak armoured engineering vehicle.
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The Magnum was well-featured with power steering, brakes and seats; the suspension included Chrysler's standard adjustable, longitudinal torsion bars, lower trailing links, and front and rear anti-sway bars. The base engine was the V8 with Lean-Burn, while two and four-barrel carbureted and V8s were optional; weight was nearly . During the start of the 1979 model year, the 400 V8 engine was dropped from the options list as Chrysler stopped producing big-block V8 engines in production cars during the end of 1978 model year. A performance model, the "GT" had been available with the V8 during the previous model year (1978) and the "E58" police interceptor (360 V8-195 HP) engine was available during the 1979 model year along with HD suspension, special axle, special "GT" badging and a "turned metal" dash applique.
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Other parts for this tank were also manufactured by several Romanian factories: drive sprockets were produced at the Reșița Works, the fore-mentioned metal-rimmed road wheels along with new tracks were produced at the Concordia Works in Ploiești, and cylinder heads along with drive shafts were cast at the Basarab Works in Bucharest and finished by IAR at Brașov. For the future rearming of 30 R35s as tank destroyers, new gun mounts containing recoil mechanisms were cast at the Concordia Works and fitted as extension to the R35's turret. Romania's T-60 light tanks, captured from the Soviet Union, were to be rebuilt as tank destroyers. To support the added weight this would entail, new road wheels and stronger torsion bars were cast and finished by the Industria Sirmei at Turda, IAR at Brașov and Concordia at Ploiești.
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Like the Pajero, it featured independent front suspension with torsion bars and a live rear axle. In addition to numerous face lifts over the years, there was a major suspension change from rear leaf to coil springs in late 2000. As its popularity increased, local assembly for foreign markets was introduced in China in 2003,"Locally Produced Mitsubishi Pajero Sport Launches in China" , Mitsubishi Motors press release, March 14, 2003 and Brazil in 2006."Mitsubishi launches locally-made Pajero Sport", Just Auto, April 18, 2006 Sales were discontinued in Japan in 2003, in North America in 2004 (excluding Canada) where it was sold alongside the Endeavor, where it was superseded by the Endeavor,"Mitsubishi Motors Announces "Project America" – First product Is Next Generation SUV" , Mitsubishi Motors press release, February 14, 2000 and central and western Europe in 2008.
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The planetary system consisting of two plates with six changes forward and three reverse, using a mechanical-electrical-system ensures maximum speed up to 75 km/h at front, and up to 32 km/h backward. The Typhoon-2A has a new type driving system "power steering", presenting data is an indicator of changes in digital display; ignition electric system and pressure. The alternative for removing a suspension and bearing system is newly designed, using 3 rollers per side, torsion bars, and high strength springs, which allow increasing road speed up 60 km/h up to 78 km/h on the road, and greater than 45 km/h in reverse, also counting for this new "Neoprene Pads" to allow a better grip in the road. Can mount a Navigation System (GPS) "TIUS - NM" model based on GLONASS and NAVSTAR system.
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Clear view of the Tiger I's Schachtellaufwerk overlapping and interleaved road wheels during production The suspension used sixteen torsion bars, with eight suspension arms per side. To save space, the swing arms were leading on one side and trailing on the other. There were three road wheels (one of them double, closest to the track's centre) on each arm, in a so-called Schachtellaufwerk overlapping and interleaved arrangement, similar to that pioneered on German half-tracked military vehicles of the pre- World War II era, with the Tiger I being the first all-tracked German AFV built in quantity to use such a road wheel arrangement. The wheels had a diameter of in the Schachtellaufwerk arrangement for the Tiger I's suspension, providing a high uniform distribution of the load onto the track, at the cost of increased maintenance.
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The Ariete is powered by a 25.8-litre turbo-charged Fiat-Iveco MTCA 12-cylinder diesel engine in a Vee configuration rated at 937 kilowatts (1,250 hp) at 2,300 rpm, with a maximum torque of 4,615 N·m at 1,600 rpm driving through a ZF LSG3000 automatic transmission, with four forward gears and two reverse, allowing for a top cruising speed of 65 km/h and a 0–32 km/h acceleration in 6 seconds. The computer-controlled transmission allows it to climb grades rated up to 60%, and can ford waterways of up to 1.25 m on-the- fly. The entire engine and transmission assembly can be replaced in under 1 hour. The Ariete's independent suspension system consists of 14 torsion bars with suspension arms, 10 hydraulic shock absorbers (installed on roadwheels numbers 1, 2, 3, 6 and 7) and 14 friction dampers.
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The engine, gearbox and many smaller parts are shared with other Citroën models. The engine and gearbox are nearly identical to those in the Traction Avant and later the DS, only mounted with the engine in front of the gearbox. The headlights were identical to those of the 2CV, while speedometers were successively borrowed from the Traction Avant and the Ami 6. While the derated Traction avant 4 cylinder engine and the unsophisticated 3 speed gearbox (non syncromesh on first gear) only gave a modest top speed of just under 100 km/h, the chassis and suspension layout provided good roadholding qualities for a van of the era, especially on the short wheelbase version: low slung chassis, with very little overhangs, combined with sophisticated totally independent suspensions (the front ones used double torsion bars instead of conventional coil springs).
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Darts were offered to the taxicab industry for their whole production run from 1963 to 1976. While specifications varied by year, interior upgrades generally included heavy-duty front and rear black rubber floor mats, heavy-duty seat cushion springs with full-foam back and air-foam seats, black all-vinyl trim with heavy canvas-backed vinyl seat covers, interior door pull assist straps or handles, and a door-ajar warning light for the driver. Mechanically, Dart taxicabs were generally equipped with heavy-duty brakes, tires, shock absorbers, front torsion bars and rear leaf springs, a high-output alternator, an increased-capacity cooling system, and extra-lean carburetor calibration for greater economy. In 1976, the Chrome Yellow taxi package was available only with a 225 slant-six engine producing and ; transmission was the (rare) A-727-RG (raised-deck motor, which was the slant-six series) with California emissions, and .
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When production restarted after the Second World War, the twin-cylinder engine was dropped from the range of new cars, but continued in 1005 cc form to the end of production in the commercials, now comprising a light lorry, the Bradford van, two versions of an estate car called the Utility, and chassis front-ends and kits for outside coachbuilders, many abroad. The new cars were a complete change from what had gone before with the streamlined Jowett Javelin designed by a team led by Gerald Palmer. This had such advanced features as a flat four push-rod engine, independent front suspension with torsion bars front and rear and unitary body construction. The car was good for and had excellent handling. In 1950 the Javelin was joined by the Jowett Jupiter sports with a chassis designed by Eberan von Eberhorst who had worked for Auto Union.
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While the XK120 had a new overhead- camshaft XK engine, the Mark V retained the 1946-48 driveline including the overhead-valve pushrod straight-6 2½L and 3½L engines, now since 1946 produced by Jaguar, which the company had purchased from the Standard Motor Company before the Second World War and the four-speed single-helical gearbox produced by both Jaguar and the Moss Gear Company of Birmingham. Automatic transmission was not available at this time. The 1½L Standard engine used in previous models was not offered in the Mark V. Claimed power output in this application was for the 2664 cc Mark V and for its more popular 3485 cc sibling. The chassis frame was new with deep box sections and cross bracing for improved stiffness in handling and cornering, and independent front suspension by double wishbones and torsion bars, an arrangement that would be used by Jaguar for many future vehicles.
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The Type 3 engine received a larger displacement (1.6 L) for 1966 (August '65) and in 1968 became the world's first volume production car to feature electronic fuel injection - pioneered by Bosch. The Bosch D-Jetronic system was offered on the Volkswagen 1600 TE & LE version (E designating "Einspritzung" or "injection" in German). A similar Bosch injection system was used in the later Type 4 VW 411, some models of the Porsche 914, Opel Admiral, Diplomat and Commodore, and available for the Volvo 1800E/ES, 142E, and certain 1972-75 140 and 164 series cars (see Volvo P1800)as well as certain Citroen DS21. Also introduced for 1968 was a fully automatic transmission. A notable advance from the Type 1 to the Type 3 was the front suspension — although similar to the Type 1, it was the first Volkswagen front suspension to incorporate transverse round torsion bars, as opposed to the Type 1's torsion leaves.
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The XJ13 had mid- engine format with the 5.0 litre V12 engine designed by Heynes and Claude Bailey, mounted behind the driver, used as a stressed chassis member together with the five-speed manual ZF Transaxle driving the rear wheels. The front suspension wishbones were similar to that of the E-Type, however where the E-Type used longitudinal torsion bars, the XJ13 had more conventional coil spring/damper units. At the rear there again remained similarities with the E-Type—the use of driveshafts as upper transverse links—however the rest was quite different, with two long radius arms per side angling back from the central body tub together with a single fabricated transverse lower link. The development of the XJ13, although treated seriously by the designers, was never a priority for company management (despite assistant MD Lofty England's Le Mans success in the 1950s), and became less so following the 1966 merger with BMC.
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The main problem in achieving this combination was the vibrations from universal joints, but in collaboration with the bearing maker Toyo Bearing (now known as NTN), the innovative "double offset joint" was devised. Modern Subarus still make use of horizontally opposed four-cylinder engines, albeit of a much greater capacity and with more modern overhead-cam-driven valves. As was typical of early front wheel drive cars, the 1000 featured inboard drum brakes up front to reduce unsprung suspension weight and an easier implementation of an independent front suspension (but atypically Subaru would retain this unusual design into the seventies). Other unique features of the 1000 were a lack of a heater core, the heating system took its warmth directly from the radiator, and a hybrid suspension system that used torsion bars in combination with coil springs (much like the front suspension of the Subaru 360). In addition to the model there was also a more powerful "1000 SS" model available for 1968, first shown at the 1967 Tokyo Motor Show.
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Renault 14 side view The 14 shared with several previous Renault models a rear suspension system using two full-width torsion bars positioned one behind the other, along with the resulting wheelbase difference of more than 1 inch (32 mm) between the left and right sides of the car. For 1979 Renault sought to compensate for a slow start in the marketplace, widening the range upmarket with a "GTL" version of the car, taking its wheels and some other ornaments and interior styling cues from the newly launched Renault 18, and a "TS" with twin chamber carburetor and claimed power increase from to . The TS model also included halogen headlamps and electric windows in the front, the latter being a first for this class of car in the French market. The Renault 14 may have been one of the first front-wheel drive hatchbacks of its size to be produced in Europe, but within four years of its launch it was facing fierce competition from a growing number of similar products from rival manufacturers, particularly the Ford Escort MK3, Opel Kadett (Vauxhall Astra in the UK), Fiat Ritmo/Strada and Talbot Horizon.
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William Heynes was directly responsible for the design and engineering of the E Type 1961, following his design of the C TYPE and D Type with five Le Mans victories. Heynes was responsible for all Jaguar design as Chief Engineer on all Jaguar cars from 1935 - 1970. Heynes with Dunlop was responsible for the Disc Brake development in 1952 and later Heynes, following racing experience, pioneered, and introduced the system on all Jaguar cars. The Mk1 2.4 saloon 1955 was the first unit (monocoque) body design,this followed the forward design thinking of Heynes and his engineers, post war. This was later in 1961 followed by a world leading independent rear suspension designed by Heynes and developed with R J Knight. This unit remained the standard rear suspension for thirty years in E Type Mk 10 S Type 420 XJ6 XJ12 XJS. Earlier in 1948 Heynes designed the Mk V saloon independent front suspension with torsion bars which featured on all Jaguar sports models from XK120 to XJS introduction in 1975. The XK engine,designed by Heynes with drawings by C Baily and W Hassan in 1945 and introduced in 1948 with the XK 120, was the "mainstay" of the company for forty years.
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Ultimately, a mixed solution named Tecnología Santa Bárbara-Bazán (Santa Bárbara-Bazán Technology) (or TSB) was chosen.Mazarrasa, Carro de Combate AMX-30E, p. 80 The improvement of the tank's mobility entailed replacing the HS-110 diesel engine with an MTU 833 Ka-501 diesel engine, producing 850 metric horsepower (625 kW), and the transmission with a German ZF LSG-3000, compatible with engines of up to 1,500 metric horsepower (1103 kW). The first 30 engines were to have 50% of the engine manufactured in Spain; the rest, 73% were to be produced indigenously.Pérez-Guerra, Spanish AMX-30 MBT upgrade program, p. 500 This new engine gave the modernized tank a power ratio of 23 metric horsepower per tonne (21.13 hp/S/T). The new engine was coupled with the AMX-30B2's improved torsion-bar suspension, which used larger diameter torsion-bars and new shocks.Mazarrasa, Carro de Combate AMX-30E, p. 82 A side view of the AMX-30E on display at El Goloso To improve the tank's firepower, the gun mount around the loader's turret hatch was modified to allow the installation of a 12.7-millimeter (0.5 in) machine gun, while the main gun's firepower was augmented through the introduction of the new CETME437A armor-piercing, fin- stabilized discarding sabot (APFSDS).
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