So is your logic

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1928 Model A CC Pickup

Not quite. People who seriously think that semi-trailing arm IRS is amazing should go and look at any standard Commodore and watch how fast they scrub out their tyres.

Plus, live axle/4-link/5-link etc can't be that bad since cars like the generation 1 RX-7, Datsun Stanza, early Escorts and Cortinas (and more) all fitted with a live axle diff, won several road races, rallies (more than the 1600 did), all still fitted with their live axle diffs.

To the OP, if you're really keen on sorting out your rear end, give Baz at Datsport a call and ask him about the De Dion rear end he is fitting to his 1600

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green200b - aka Alistair

The fleet:

Australia:
'80 200B GX - the green200b - hibernating
'81 RX-7 - 12A extend port - daily
'74 RX-2 - 13B bridgeport - cruiser

Europe:
'93 200SX - CA18DET - tourer

And it's also the best way to compare Datsun IRS to Datsun live axle...

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green200b - aka Alistair

The fleet:

Australia:
'80 200B GX - the green200b - hibernating
'81 RX-7 - 12A extend port - daily
'74 RX-2 - 13B bridgeport - cruiser

Europe:
'93 200SX - CA18DET - tourer

Yes i agree . Can't believe i started this .

Commordores only chew the rears when sik carnts go cheap ass and lower there cars with out correcting camber and caster. I've had the same set of tyres on my company VZ for over 50,000k's and they still have plenty of life. Like all cars a wheel alignment every 6 months or so on a daily driver will save your tyres.

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1928 Model A CC Pickup

Why do you agree with guys that have no farking idea what they are talking about?

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1928 Model A CC Pickup

Just to clear it up, 200B's have a different IRS setup to 1600's and 180b's, it's very similar but there are a few differences. Also, if you cant tell the difference between a live axel and irs 200b you're not trying hard enough through the hills or twisties... i've owned both and the IRS just seemed to slide a whole lot better...

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A friend of mine has a VT sedan, completely standard with massive camber problems. It has all new bushes in the back, hasn't been lowered or anything but he says it is getting to be a real problem, to the point where he is going to have to fork out $600 for a camber kit.
Brad, I'm not going to even try to pretend that I know as much about cars or suspension geometry as you do, but I do know that if you want an independant rear end in your live axle car, bolting in the crappest form of IRS isn't the best answer.

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green200b - aka Alistair

The fleet:

Australia:
'80 200B GX - the green200b - hibernating
'81 RX-7 - 12A extend port - daily
'74 RX-2 - 13B bridgeport - cruiser

Europe:
'93 200SX - CA18DET - tourer

All, the irs setup on a vt is totally different to that of a 200b, the cradles are known to crack and when you lower the rear end the diff shits position, you can't even compare the two.

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This happens a lot. MYDATO feels the need to relentlessly comment on every topic with '200B" in it to rant about how crap he thinks they are. Just ignore him, he's just being an arse.

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Yeah just ignore me please James May you douche lord.

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1928 Model A CC Pickup

irs v live axle is like comparing dohc v ohc v push rod v side valve or drum v twin leading shoe v disk.

it's progres and the only reason more resent cars had live axle is cost and you would be follish to think otherwise

I've wondered about the IRS setup in my 200B SSS and why they made it different to 180B/1600 type

Does it in any way offer less of the above mentioned camber change and thus less tyre wear?

Is there any quantifiable difference or just cos they could??

Had someone say they preferred the handling of the 200B SSS over the 180B SSS once and it got me thinking...

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Back in dat... DATSUN