heeft wel iets honderdenigs
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Frans Bonnes
Re: heeft wel iets honderdenigs
Laat er nu heel duidelijk "Bucher Duro" opstaan. 
Zal dus wel de fabrikant zijn
Ik heb er alleen nog nooit van gehoord.
[www.4wdonline.com]
hier is meer info.
fb
Zal dus wel de fabrikant zijn
Ik heb er alleen nog nooit van gehoord.
[www.4wdonline.com]
hier is meer info.
fb
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Pepé le Pew
Re: heeft wel iets honderdenigs
Ik vroeg me al af waar de differentielen zaten bij zo'n ding.
Het is dus De-Dion ophanging, leuk spul. Zou dat ook onder een laro passen?
Gr Eric.
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Het is dus De-Dion ophanging, leuk spul. Zou dat ook onder een laro passen?
Gr Eric.
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Summerwind
Re: heeft wel iets honderdenigs
Ja, geinig he ? Ik had ze al eens gezien in een militaire uitvoering. Lijkt enigzins op de Volvo Lapplander C202 en C303.
Ze hebben een site van de fabrikant:
[www.duro.ch]
Wat is trouwens een De-Dion ophanging ?????
Ze hebben een site van de fabrikant:
[www.duro.ch]
Wat is trouwens een De-Dion ophanging ?????
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Summerwind
Re: heeft wel iets honderdenigs
Sorry, verkeerde link. Dit is een verzamelaar.
MOWAG is de producent.
MOWAG is de producent.
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P&O109V8+RR
Re: heeft wel iets honderdenigs
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"The de Dion tube - not part of the London underground, but rather a semi-independent rear suspension system designed to combat the twin evils of unsprung weight and poor ride quality in live axle systems. de Dion suspension is a weird bastardisation of live-axle solid-beam suspension and fully independent trailing-arm suspension. It's neither one, but at the same time it's both. Weird! With this system, the wheels are interconnected by a de Dion Tube, which is essentially a laterally-telescoping part of the suspension designed to allow the wheel track to vary during suspension movement. This is necessary because the wheels are always kept parallel to each other, and thus perpendicular to the road surface regardless of what the car body is doing. This setup means that when the wheels rebound, there is also no camber change which is great for traction, and that's the first advantage of a de Dion Tube. The second advantage is that it contributes to reduced unsprung weight in the vehicle because the transfer case / differential is attached to the chassis of the car rather than the suspension itself.
Naturally, the advantages are equalled by disadvantages, and in the case of de Dion systems, the disadvantages win out. First off, it needs two CV joints per axle instead of only one. That adds complexity and weight. Well one of the advantages of not having the differential as part of the suspension is a reduction in weight, so adding more weight back into the system to compensate for the design is a definite distadvantage. Second, the brakes are mounted inboard with the calipers attached to the transfer case, which means to change a brake disc, you need to dismantle the entire suspension system to get the driveshaft out. (Working on the brake calipers is no walk in the park either.) Finally, de Dion units can be used with a leaf-spring or coil-spring arrangement. With coil spring (as shown here) it needs extra lateral location links, such as a panhard rod, wishbones or trailing links. Again - more weight and complexity.
de Dion suspension was used mostly used from the mid 60's to the late 70's and could be found on some Rovers, the Alfa Romeo GTV6, one or two Lancias a smattering of exotic racing cars and budget sports cars or coupes. "
dediontube.jpg --> mod_embed_images_loadimage('72595044289749ee1c53fe8469f9d1d1', 'http://landrover.startpagina.nl/prikbord/addon.php?1162,module=embed_images,url=http%3A%2F%2Fwww.carbibles.com%2Fimages%2Fdediontube.jpg', 'http://www.carbibles.com/images/dediontube.jpg', 'http://landrover.startpagina.nl/prikbord/addon.php?1162,module=embed_images,check_scaling=1,url=http%3A%2F%2Fwww.carbibles.com%2Fimages%2Fdediontube.jpg', '', 6364983, 600, 600, 'Loading image ...', false);
Bron: Carbibles.com
wel een leuk systeem!
gr.
peter
"The de Dion tube - not part of the London underground, but rather a semi-independent rear suspension system designed to combat the twin evils of unsprung weight and poor ride quality in live axle systems. de Dion suspension is a weird bastardisation of live-axle solid-beam suspension and fully independent trailing-arm suspension. It's neither one, but at the same time it's both. Weird! With this system, the wheels are interconnected by a de Dion Tube, which is essentially a laterally-telescoping part of the suspension designed to allow the wheel track to vary during suspension movement. This is necessary because the wheels are always kept parallel to each other, and thus perpendicular to the road surface regardless of what the car body is doing. This setup means that when the wheels rebound, there is also no camber change which is great for traction, and that's the first advantage of a de Dion Tube. The second advantage is that it contributes to reduced unsprung weight in the vehicle because the transfer case / differential is attached to the chassis of the car rather than the suspension itself.
Naturally, the advantages are equalled by disadvantages, and in the case of de Dion systems, the disadvantages win out. First off, it needs two CV joints per axle instead of only one. That adds complexity and weight. Well one of the advantages of not having the differential as part of the suspension is a reduction in weight, so adding more weight back into the system to compensate for the design is a definite distadvantage. Second, the brakes are mounted inboard with the calipers attached to the transfer case, which means to change a brake disc, you need to dismantle the entire suspension system to get the driveshaft out. (Working on the brake calipers is no walk in the park either.) Finally, de Dion units can be used with a leaf-spring or coil-spring arrangement. With coil spring (as shown here) it needs extra lateral location links, such as a panhard rod, wishbones or trailing links. Again - more weight and complexity.
de Dion suspension was used mostly used from the mid 60's to the late 70's and could be found on some Rovers, the Alfa Romeo GTV6, one or two Lancias a smattering of exotic racing cars and budget sports cars or coupes. "
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Bron: Carbibles.com
wel een leuk systeem!
gr.
peter
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Andrew V8 RRC
Re: heeft wel iets honderdenigs
dat is weer zo'n pinzgauer achtig iets, wel ruig om te zien, maar dit is de oorsprong De Halflinger by styerpuch gebouwd voor het zwitsers leger.
1000 - kg 650 cc tweetact bokser motor met 35 PK onafankelijke veering en difflock voor en achter on gelofelijk wat die kunnen in de bergen
Andrew
1000 - kg 650 cc tweetact bokser motor met 35 PK onafankelijke veering en difflock voor en achter on gelofelijk wat die kunnen in de bergen
Andrew
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Pepé le Pew
Re: heeft wel iets honderdenigs
ff de link van Frans aanklikken Steven.
Daar staat het in beschreven. Diffs zitten tussen het chassis en de aandrijving gebeurd door aandrijfassen met aan beide kanten een homokineet.
De as is gewoon een lege buis om de wielen op hun plek te houden.
Gr Eric.
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PS hoe zit het met je owatrolsessie?
Als het uitkomt wil ik daar ook wel bij zijn.
Daar staat het in beschreven. Diffs zitten tussen het chassis en de aandrijving gebeurd door aandrijfassen met aan beide kanten een homokineet.
De as is gewoon een lege buis om de wielen op hun plek te houden.
Gr Eric.
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PS hoe zit het met je owatrolsessie?
Als het uitkomt wil ik daar ook wel bij zijn.
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Summerwind
Re: heeft wel iets honderdenigs
Het begint te dagen (zie ook hieronder P&O109V8+RR) en natuurlijk ga ik niet zonder je Owarollen.
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Pepé le Pew
Re: heeft wel iets honderdenigs
Goed om te horen Steven.
Had je al een datum geprikt?
Gr Eric.
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Had je al een datum geprikt?
Gr Eric.
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