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New Hudson was taken over by BSA cycles in the late 1920s and by 1933 had ceased all production of motorcycles. In 1929 the company purchased the Girling brake patent from the inventor Albert Girling, to supply brake systems to Ford, Austin, Rover and Riley. [1] The factory continued to produce Girling brakes and suspension components.
The rear swinging arm was controlled by Girling 3 position adjustable shock absorbers. BSA's own forks were used, which had compression damping only. The front brake was 7" drum on the 500 model and 8" on the 650, although later 500s were fitted with the 8" brake. [5] The new model had a wheelbase of 54 in (1,400 mm), 2" shorter than its ...
TEMS consisted of four shock absorbers mounted at all four wheels, and could be used in either an automatic or driver selected mode based on the installation of the system used. The technology was installed on top-level Toyota products with four wheel independent suspension, labeled PEGASUS (Precision Engineered Geometrically Advanced SUSpension).
A Woodhead-Monroe coil-over-shock-absorber at each wheel handled springing and damping. Brakes were by Girling, with 305 mm (12 in) disks at the front and 279 mm (11 in) disks mounted inboard at the rear. Dunlop tires were mounted on Dunlop knock-off wire wheels. Steering was by a BMC rack-and-pinion unit with 2.5 turns lock-to-lock. [24]
Each wheel has coil springs and telescopic shock absorbers; [60] the rear tires each have dual coil-over shocks. [58] [61] The shock absorbers were built by the Dutch manufacturer Koni. [39] The brake system with four disc brakes came from Girling. They were replaced by a system from Alfred Teves (ATE) after the first tests at BMW in the summer ...
This page was last edited on 27 January 2012, at 15:24 (UTC).; Text is available under the Creative Commons Attribution-ShareAlike 4.0 License; additional terms may apply.