T e Iter ational Journal of Motorsport Technology

"Powered by " The essentials of lubricating Marketing drives new A1 GP your engine explained and engine package In,dep,endent thinker ario Andretti was Klaus Arning is not a name widely associated with racecar . going to kill h,imSelf. . that's what they engineering yet without him Ford's motor racing programme in were saying. The _ handling of the the 1960s would have been a very different place indeed MHonker II Can-Am car (see lead pic above) was atrocious and Klaus Arning is not a name Coyotes. If Aming had had his Andretti, being Andretti. was that resonates with car and way, the or,iginal production trying to wring every last ounce on the right front coil shock was racing enthusiasts in the same Mustang would have come of speed out of a machine that considerably longer than the way ·as Zora Arkus-Duntov, equipped with an :independent was at best unpredictable. Paul others. 'The what? You mean the another foreign-born engineer rear suspension, too, Carroll Newman's name may have been rubber doughnut that prevents who worked in Detroit. but SheJby asked him to make his on the car but. in reality, it was a coil shock from bottoming what Arkus-Duntov did for the Mustang Gn50 handle like a a semHactory Ford team and out? Are you kidding?' Someone Corvette, Arning did for the racecar, Dan GLimey consulted Andretti was a Ford factory produced a razor blade ilnd duly Mustang I prototype, the Shelby with him regularly and AJ Foyt driver. It just wouldn't do if shortened the jounce bumper Mustang Gn50, the Ford GT40, - rarely given to compliments Andretti killed himself. to match the other three, then the 42} Cobra II, and' AJ Foyt's - called him 'brilliant'. Fellow Word reached Dearborn, AndreW did some further laps and the following morning a and returned to the pits smiling. neatly dressed man with a slight The Len Bailey-designed Honker German accent was seen in the II was still too much of a dog paddock at Laguna Seca, site to chall'enge the semi-factory of that weekend's Can-Am race. Chevrolet team (aka Team The rumour was tha't he was a McLaren), but at least it no longer suspension engineer from Ford, threatened to launch its driver named Klaus Arning. It di·dn't into the hedges every time he take the visitor 10hg to discover put the suspension under the the problem. ihe jounce bumper slightest load.

the guy W'as extremely inventive. He W'as alW'ays

thinking Arning and his homemade roaC!ster, with independent suspensioo 1111 round

October 2008· www.ra.cecar-englneering.com NDSU3HT KLAUS ARNI'NG

Ford engineer Chuck Ca,Tig said a mission, as there were not Borgward Auto Company, where of him: 'Some people [at Ford] enough aeroplanes. Instead, he he had apprenticed before the didn't like him because he was was sent to Leningrad, on the war. In 1950, he participated in U The patent on kind of a showman. But the guy Eastern Front, where his ankle a 'professional people exchange' ..Arning's four-link was extremely inventive, He was was shattered when the vehicle programme that took him to IRS has been referenced always thinking: he was riding in drove over a Detroit to work one year for by GM for the Corvette, landmine. He was among the last the . He by for the 928 and by Mercedes PROBLEM SOLVER to be evacuated. returned to Germany in 1951, Benz. To get around the Like so many creative people, After the war, he built the car and resumed work at Borgward. patent, each installed Klaus Arning was a dreamer. He he had been dreaming about for In 1953, while test driving a a tie rod, or fifth link, worked out ideas in his head first, so long, from scrap DKW-Lloyd second experimental car of his creating what is called then put them down on paper. and BMW parts. He shaped and own design, he crashed and was a five-link suspension, Before passing away in February fitted the various pieces together thrown through the windscreen, to achieve the same of 2000, he said in an interview: in his attic, then brought them the unfortunate event being toe-steer Arning's IRS 'When I designed my tirst little down to the street where he followed by nine months in achieved with four car bdck in Germany, with all the assembled them into a car. The traction in a nearby hospital. links. He also talked axles and all the suspension stuff small, lightweight two-seater By then he was married and an about this in the 1993 interview. 'They [GM, that I did for it I used engine had fully independent front and expectant father. 'My dad was Mercedes Benz and parts that were tossed off, like rear suspensions, characteristics already in the hospital waiting for PorscheJ circumvented an engine belt stamp and die. I that would appear 15 years later me when I was born: his first son, the patent by doing went to the scrapheap, got them in his designs for the Mustang I Mike, says with a slight chuckle. what anybody could out and that's how I made all my prototype. He was one of the few In 1954, Arning packed up his have done all along pivots. All these designs I family and emigrated to - steer the wheel axle make in my head', sitting the United States, where to get your toe-steer in Sunday school or Suspension was he applied for a job with independent of what wherever, being grilled his pass1icn all of the Detroit auto it does going fore and aft. That was the clever by the preacher.' In the makers. Each made him part of the invention. It 1960s, he was Ford's problem people to own a car in post-war an offer. '1 should have taken the doesn't need steering solver on all matters relating Germany, and probably the only job with General Motors because arms, it does it anyway.' to suspension. In short, he was student attending University they had more money for more Ford's suspension guru. in Bremen to own one. As fate half-baked projects: he said later. Arning was born in Bremen, would have it the car was Instead, he joined Ford and was Germany, in 1921. Before the stolen and involved in a police placed in Advanced Suspension war, he put money down on an chase that was covered live by and Chassis, where he moved up NSU 50cc motorcycle, fabricating Frankfurt radio. It did not end Quickly to become department a mechanism to convert it from well for Arning's hand-crafted supervisor. It was where he hand to foot shift, but never took car though, which was destroyed wanted to be. Suspension was his delivery. The Nazi government when the car thief crashed it. passion, the stuff of his dreams, intervened and ordered the wheels moving through jounce factory to re-tool for wartime PEOPLE EXCHANGE and rebound, body roll affecting production. He subsequently Ih 1949, Arning graduated with a camber, toe-in becoming toe-out, trained as a Luftwaffe fighter degree in mechanical engineering causing roll oversteer under pilot but never actually flew and went to work for the some conditions, rOll understeer under other conditions - so many angles, so many forces acting on them, so many possibilities.

INDEPENDENT REAR SUSPENSION In 1958, it came to him - a four­ link independent rear suspension that acted consistently under all conditions, where you could tailor steer characteristics for handling that related to toe-in and toe-out wheel movements. This is how he described his suspension several years later, in a 1983 interview with Jerry Heasley of Mustang Monthly magazine: 'In the four-link IRS [independent rear suspension], the ~teer action is built in. Looking at it from the rear view, it was like any other double-wishbone sus pens ion; Arning's team was responsible for re-working the suspension on Ford's GT40, prior to the cars' period of however, the lower pivot of the domination in European endurance racing lower arm at the wheel hub is

w-ww.r3cecar-engineering.co • October Z008 not parallel to the ground, but Indy Car was changed over from inclined forward/upward. This symmetrical to asymmetrical very inclination of the hinge axis suspension, bunW steer became produces a steer effect that is a problem. In 1964 and 1965, more pronounced as you incline as tyres grew wider, the the axis further away from a problem became more acute. parallel. In pictures that have 8y 1966, with tyres wider still been published of a Mustang and asymmetrical suspension I. GT40 and 427 Cobra rear commonplace, Ford stepped in. suspension, as well as of the Word went out to all Ford racers experimental IRS for a potential - bring your car to Dearborn. First production Mustang, you will find up was AJ Foyt, who was having this lower pivot axis (hinge elxis) his worst season ever, driving inclined as such and not pelrallel a Lotus 38. 'I remember when to the ground, as it was in the we got in Foyt's Lotus: says Bob then-current grand prix-type R.iley, who was with Kar Kraft at rear suspensions. This inclination the time, 'the bump steer was produces, by the very nature of terrible. We could get rid of it in the geometry, a steer effect that front but on the independent counters the inherent wrong rear cars, we didn't exactly know steer effect associated with anti­ An example of Arning's four-link IRS with built-in steer action how to get rid of it: The solution squat features, so for once we was to add positive camber to were able to have two features As newly promoted manager Englishman, Eric Broadly. The the rear uprights as per Arning's that were usually incompatible of the Ford division, he wasted car hadn't won a race, but it was IRS geometry, with one another: no time in making it a reality. powered by a 250ci Ford V8. The two fea,tures now made In a spa n of just 12 months, Once again, Roy Lunn headed up Coyot,e-Ford compatible were roll understeer from August 1961 to July 1962, yet another rush project. Ford AJ Foyt bristles whenever and anti-squat/anti-dive. What lacocca authorised the Shelby Styling gave the body a face lift, someone suggests his Coyotes did it mean? It meant enhanced Cobra-Ford deal. the Lotus-Ford while Arning's staff re-did the were Lotus 38 copies. Yes, the accelerative capabilities with Indy project and the Mustang I suspension. Meanwhile, Ford 1966-'70 Coyotes resembled minimal effects of throttle-on/ prototype. In September of 1962, had a bright young engineer, a Lotus 38, but that was as far throttle-off in turns, especially he convinced Henry Ford II to named Chuck Carrig, who had as it went. The front and rear acute with cars having large sign off on production of a new recent'ly created the industry's suspension was pUfe Klaus displacement high-torque sporty car - the Mustang. Allast, first computer program that could Arning. 'A lot of people were engines - Detroit's calling card there wowld be a use for Arning's plot suspen~ion geometry. First wondering why J had to run so at the time. It meant the 427 unique IRS. application: the Ford GT40. much caster to get the bump Cobra II would leap off the line steer right.' Foyt said recently. with little wheelspin, and the 'Mustang I prototype Shelby Ac Cobra 'Well, it was because of the way 427-powered Ford Mkll and Englishman Roy Lunn was put and his hot Klaus desiRned the suspension. Ford MklV Le Mans cars were in charge of what was a rush rod friends had little trouble "'Ie had a lot of anti-squat in the predicable andi easy ca rs to drive project. Arning's team designed installing a 289ci Ford engine car alld ran a lot of anti -dive in fast. As a result, Ford patented a tubular spaceframe chassis in an AC chassis and m.aking it the front. He taught me a lot of the suspension in Aming's name, with F1-type, double-wishbone work, but when they stuffed things when I worked with him: but in 1958, had no use for it. front suspension and Arning's in a 427 engine, t'hey realised That would change .... four-link IRS. Mustang At the start of the 1960s, The lightweight In 1963, while Ford's image was in desperate two-seater was a four-link independent the Mustang need o~ a makeover. General completed in rear suspension that was being tooled Motors was known for its lavish eight weeks and acted consistently under for production, styling, while its Chevrolet and unveiled at the Arning and his Pontiac divisions cleaned up on US Grand Prix, all conditions staff developed a NASCAR's SUP€H speedways. in October. At special handling Chrysler had a reputation for the same time, Aming's IRS was the AC's leaf-spring suspension package that included revised engineering and a hemi-head retro-fitted into a Falcon Sprint wasn't up to it. Arning caught up front suspension and a specially engine that dominated drag and tested at Riverside by Richie with Shelby's team at the 1954 designed four·link IRS that racin g. And Ford? It had the Ginther as the first step toward Sebring 12 Hour, only to see would fit neatly in place of a sporty Thunderbird, but then pJoductionising an optional IRS Ken Miles wrap the prototype standard live rear axle. 'The rear turned it into a bulky luxury liner, for the Mustang. 427 Cobra around a palm tree. suspension was designed so that and introduced, and subsequently Arning's recommendation: replace the fore and aft linkages would dropped, the Edsel. And there Ford GT40 the antiquated AC suspension fit into the same pivot points that was the newly introduced Falcon, Ford also wanted to compete with a beefier version of the the leaf springs would normally an artless economy car. Enter at the next 24 Hours of Le Mustang I suspension, with occupy: explained Arning. 'Of Lee lacocca. Mans and did not have time to geometry calculated on Ford's course, a new crossmember had Toti'll Perforrnance' was develop a complete new car. new computeJ in Dearborn. to be added near the wheel the brainchild of Lee lacocca Instead, the company bought centre to accommodate the and the shot of adrenalin that the rights to the Lola GT, a Ford Indy program fixed differential. The axle Ford's stodgy image needed. sleek new coupe designed by The moment the 1953 Lotus 29 halfshafts weJe of fixed length

October 20G8 • www.racecar-engineering.com - -­ HINDSIl:iHT KLAUS ARNING

and functioned also as the upper States. Weighed down by its suspension arms.' After initiill From 1964 until Ford pulled out protective armour, the lincoln tests were completed on the of racing in 1970, chassis was fitted with F350 Falcon, three Mustang prototypes and Klaus Arning spoke regularly truck suspension and brakes. were built for evaluation. by telephone. Gurney explains: 'I 'You would never know it was as Everyone who drove these cars hada lot of desire to understand heavy as it was - over 60001b: raved about their responsive not just the math, but the actual Aming said. 'Everything was handling. Then, in April of '64, the reality of what was going on tuned to the new weight, so the Mustang made its public debut with a whole lot of things in ride frequencies were not too and was greeted with record terms of suspens·ion.' Arning different from a normal Lincoln.' sales. 'Efforts did continue to try never assisted All American He retired in 1986, but continued to productionise the IRS: Arning Racers with design, as he did working for Ford as a consultant. said later, 'but it was cancelled with Foyt and Shelby, nor did Aming applauded the rise of because the Mustang sold so well he ever attend q test session technology in motor racing that that it was felt we really did not - at least, not one that Gurney led to ground effect cars, but need this special option, which recalls. What they did was have lamented the extremely stiff "-.Ill Klaus Arning would have required a very high a series of bull sessions, talking suspensions that resultE1d'. 'Our ...passed away in investment in tooling.' about roll centres and camber GT40 had anti-dive and anti­ February of 2000, but curves, vehicle dynamics and the squat. In those days, you had lived long enough to Shelby Mustang GT350 way a car felt and worked under suspensions on cars. Today, all or see the Mustang IRS make a comeback, The cancellation came late in a variety of conditions. 'Klaus most of it is the tyres.' firstly as an aftermarket the summer of 1964, after Ken was much more open and more Several books have been product for 1964-'73 and knowledgeable than anyone written about Ford's racing Miles and Bob Bondurant met 2005 Mustangs, and with Arning at Willow Springs that I had access to: says Gurney involvement in the 1960s, some secondly, as an option Raceway in California's Mojave today. '/ was asking more for the giving credit where credit wasn't for new Mustangs from Desert tor a due. The 427 1999. The aftermarket comparison Cobra i'I is a IRS is an exact test of a steer effect that case in point. recreation of Arning's Mustangs. AC has been design and is available Both cars CDunters the inherent \NrDng Quoted as from CTM Engineering. The optional IRS for the featured saying they steer effect assDciated \Nith 1999-2004 Mustang SVT Arning's designed anti-squat Cobra is a completely modified front the Cobra II different design, and suspension, suspension, Arning saw it for the but one had been race prepped sake of understanding than I was not Ford. In an interview with first time at SEMA in '98. by Miles and had a standard for what to do. He helped a lot.' Duane Carling In 1993, Aming 'A young engineer equipment, live rear axle (with said: 'The principle of the rear pulled a sheet off the over-ride traction bars), while Other projects suspension was the same as IRS assembly and the other was equipped with the The 1969 Mustang Boss 429 wi,th the Mustang IRS. It was spent quite a bit of optional 'IRS handling package. was the last Ford 'hot rod' Arning executed in its final form by (Ford time explaining how it worked,' says Duane On Willow's glass smooth racing spent time on, resolving problems engineer) Bob Negsted. The Carling, owner of CTM surface neither car showed an with the rear suspension, English tried to fit stuff they had Engineering. 'It was a advantage over the other and, naturally. Ford ,pul!ed out of from the old Cobra into the new five-link sm;pension, as Miles' prototype was cheaper racing in 1970. after which, design, and some changes were very impressive looking, to produce, it became the Shelby Aming managed a group of ex­ m.ade to accommodate that, but but complicated. As the Mustang GT350. Kar Kraft employees engaged in not many, and if that required room cleared out, Klaus safety and structural engineering a different location of, say, a turned to me and said Mustang Mach II and special vehicle projects. pivot point, Negsted would call in a voice loud enough There was one last chance for He also continued in his role as and I would feed those points for the engineer to hear, Arning's IRS to see production. Ford·s expert on suspension, ride into a computer to recreate the "It eez a piece of sheet." Owners subsequently It came in ·1967, when word and handling, resolving various outcome of the geometry to be complained of wheel reached Ford that Chevrolet issues with production cars. identical to our intent.' Carroll hop and something was planning a mid-engJne One of the more bizarre Shelby put it more bluntly: 'The called 'tip-in clunk' Corvette for Class B Production projects to cross his path was chassis was done by Klaus - a clunking sound that racing. Ed Hull, who designed a speciallirnousine being built Aming. AC didn't ,have a damn occurred whenever the Ford MklV that won Le Mans for the President of the United thing to do with it.' going in and out of in 1967, designed what was to throttle. Ford dropped be a limited production sports it at the end of 2004, cqr. It was based on the 1967 designed yet another Mustang underbody, modified new IRS for 2006, but then caucelled it as to accommodate a mid-mounted too costly. 'I think it's 351 ci engine, ZF transaxle and more difficult to make Aming's IRS. Two prototypes something :;imple than were built, but high production it is complicated, and costs, coupled with the fact Klaus definitely did the Chevrolet had dropped its mid­ former,' says Carling. engine Corvette, killed that, too. Al Foyt's Winning (oyotes also used Arning's independent rear suspension

October 2008· www.racecar-engineering.co