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While the spring rate of the bar itself is linear, your method of connecting it would make the net result progressive. That is if you watch your lever angles. If at full bump, the lever on the bar is a right angle with the link then greater than 90 as the suspension drops, the effective force the link applies to the arm will be rising rate. This is above an beyond the progressive effect you get from a coil over being leaned over. Make the length of the arm off the torsion bar variable in length.
Good read,brought up a lot of good points. Thanks for finding the link.
I guess it all depends on what your going to do with the car. The Mose car is a more of a rock car then a real off road car, like something you would take to Mexico.My personal experience is mid-engine cars are very hard to get a good balance front to rear in any kind of rough terrain and the more one offs you build into it the harder it gets to know where you need to be adjusting to get things right.An example would be the UMP short course cars. Mid engine type 4 with a Hewland trans. A-Arm front and rear suspension with torsion bars front and back with rising rate linkage. Absolutely beautiful workmanship thru out. Very much one off cars with all kinds of little tricks, tons of money spent.On the race track they were a real hand full. I talked to Don after the first race and he thought maybe the raising rate was off and they were going to fix it for the next race. The cars didnt run many races but every time I saw them they had cut them up to try something new to get them to work.Never did.The class 10 car I mentioned earlier had A-Arms and 2 stage torsion bars in the rear with a twin I-beam torsion bar and Fox air shocks up front. Very strange handling and very hard to try to tune. Never got close to happy.What I am trying to say is trying things that sound great on paper dont always work so well in real life and its much better to be able to make adjustments easily then having to make changes to the chassis to try and find a fix.