I am just an old amateur, but I use a different way altogether. It depends on whether you are using the bar as a beam to just transfer load across the car, or using the it as a torsion bar that twists with load to act as form of a cross car spring, these then controlled by rotational beams to allow stiffness settings individually each side of the suspension. (Based on led as used by Fords competition cars , rallying etc.) I find that this works very very well on the 40s. See picture to hopefully explain my poor descriptive effort!
"Just an old amateur"
Yikes I dread to think what that makes me then!
Can we at least add the word "gifted"?
Your descriptive effort Frank makes perfect sense.
If the car was going to be a track only (and smooth track at that) car then the bar would doubtless be designed for load transfer across the axle - and no doubt be of a battle ship design! This I believe is the likely "worst case" scenario for loads through the drop links.
The bar in question is a 3/4" solid item and more likely to act as a torsion bar I think to retain a greater amount of independent control at each wheel.
I guess where I'm going with all this is that instinctively I feel that 5/16" rod-ends may not have great longevity on a GT40.
With Terry having 3/8" items fitted and many other cars seeming to have rod-ends of a similar or larger size then I'm going to find a way to revise drop links being used so that all use 3/8" items. It only causes a slight issue in one area but nothing I perceive to be insurmountable.
Just that 1/16" increase gives a 50% greater load capacity and increased margin against failure.
It'll also get rid of the 5/16" one end to 1/2" other end drop link that, in my opinion, is an unusual disparity and triggers my OCD.
I'd better go and purchase as many suspension design books as I can now and see if I can ever get to understand the "voodoo" of suspension.
So much more fun testing and adjusting by the seat of the pants and hoping to keep things out of the hedge.