Is it necessary for the Swaybar Bushing to be fused to the bar?
#1
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Is it necessary for the Swaybar Bushing to be fused to the bar?
I'm wondering if there's any function to this except to reduce squeaking. This post started in the D3 (A8) area, I started off on a tangent and I figured there'd be better response from here.
I realize these cars are not designed with ease or cost of maintenance in mind, but could there not be a better way to integrate the bushing to the bar? A replaceable bushing would sure be nice! Especially considering how many AW members' first post is "My car has a squeaking from the front end".
As for the function, either the bar being fused to the bushing is part of its function or it's not. I suspect it has little effect on the bar's end-to-end torsion, and therefore could theoretically be made as a replacement part. On the other hand, why would VWAG go to the expense of making them attached (unless it is their intent to prevent the noise)? One factory I used to work with made rubber and urethane specialty springs, bushings and (mostly) wheels. Cost was around $40 each for something of that size and they'd make a set of 3-4 of varying durometer so the end user could spec out future orders.
-Tom
I realize these cars are not designed with ease or cost of maintenance in mind, but could there not be a better way to integrate the bushing to the bar? A replaceable bushing would sure be nice! Especially considering how many AW members' first post is "My car has a squeaking from the front end".
As for the function, either the bar being fused to the bushing is part of its function or it's not. I suspect it has little effect on the bar's end-to-end torsion, and therefore could theoretically be made as a replacement part. On the other hand, why would VWAG go to the expense of making them attached (unless it is their intent to prevent the noise)? One factory I used to work with made rubber and urethane specialty springs, bushings and (mostly) wheels. Cost was around $40 each for something of that size and they'd make a set of 3-4 of varying durometer so the end user could spec out future orders.
-Tom
Last edited by aTOMic; 05-10-2014 at 12:17 PM.
#2
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The answer to your question is typically ease of manufacturing. With each generation of Audi I have owned, I have seen more parts rolled up into subassemblies and more fasteners that are quick to attach. Maintenance is usually secondary. If you see Audi's built on the line today, it is highly automated and indeed subassemblies are loaded toward the lines from all of below, the sides and above depending on what it is. They really seem to avoid trying to have much of anything that takes judgment, fitting or special hand holding at the point it bolts, scorers or clips to the body as it heads down the main line. These would be an the drivetrain part of the subassembly, which happens on another line and then meets w/ the body line (at least on their newest A3 line I saw last year). I expect the same principles apply there too.
And yes, of course someone could make these aftermarket. And being a D body, they probably never will. Pretty much like the C's for that matter--having owned four generations of those--even with a fair amount more volume there. Only the B's get much aftermarket stuff (even more so now w/ the A4 and A5 sisters and Q5 cousin), plus VW type stuff that crosses over to the A3, TT, etc. It could be an aftermarket bushing off of something like an S4 might work, but it is both bar diameter and clamping cup size dependent. You would almost need to work at a parts counter or own both to ever be able to compare.
And yes, of course someone could make these aftermarket. And being a D body, they probably never will. Pretty much like the C's for that matter--having owned four generations of those--even with a fair amount more volume there. Only the B's get much aftermarket stuff (even more so now w/ the A4 and A5 sisters and Q5 cousin), plus VW type stuff that crosses over to the A3, TT, etc. It could be an aftermarket bushing off of something like an S4 might work, but it is both bar diameter and clamping cup size dependent. You would almost need to work at a parts counter or own both to ever be able to compare.
That is, only if the (sole) reason that the original bushing is bonded to the bar is for ease of assembly, and you have convinced me that is indeed true, MP.
Last edited by aTOMic; 05-10-2014 at 04:21 PM.
#3
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I think they fused it to the sway bar in order to prevent noise and improve durability. Problem is that wheels travel very long way down when car is lifted. That rotate sway bar quite a bit twisting those fused bushings and eventually braking them.
Teflon bearing might be the way to go. Just a tin (1/16") ring as long as old bushing sliced so it can be installed. Cleaned rubber remains from the sway bar and old broken bushing. It is easy to try.
I've just replaced the sway bar with S8 one. Front end is very quiet now.
Teflon bearing might be the way to go. Just a tin (1/16") ring as long as old bushing sliced so it can be installed. Cleaned rubber remains from the sway bar and old broken bushing. It is easy to try.
I've just replaced the sway bar with S8 one. Front end is very quiet now.
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