In Mike Taylor's book he mentions a modification Rootes did to the
rear suspension of a Tiger. Rootes engineers mounted a DeDion rear
suspension that cured wheel hop and gave a better ride. They ran out
of development money and I'm sure if they added the new suspension it
would have made the car too expensive for the market.
On the subject of Panhard rods, MkII's have the Panhard rod mounting
switched to the opposite side, I was told this was to correctly
counteract the torque from the engine.
Jeff
Subject: Re: Fw: locating rear susp
Author: "Rich Atherton" <gumby@connectexpress.com> at INTERNET
Date: 6/5/98 2:11 AM
Well, a Jag E-Type rear end is of the exact same period, and could easily handal
all the HP and torque that any 260, 289 or 302 could put out. Except for the
Berrett's built 351 Monster! Has anyone done this significant modification. At
least its british !!
Rich
-----Original Message-----
From: Steve Laifman <Laifman@Flash.Net>
To: Warwick Jones <tigers@warwick.powernet.co.uk>; Tiger's Den
<tigers@autox.team.net>
Date: Monday, June 01, 1998 9:06 AM
Subject: Re: Fw: locating rear susp
>Warwick,
>
>You are right, the welds are stressed in the stock Panhard as well as the
>Traction Matsers. Everybody re-inforces the Panhard frame support area (after
>the first break), and the forward Traction Master Mounting is reinforced way
>beyond the original design, by anyone who knows. They wont break till you hit
>that bump in the road too high to clear the lowered bottom clearance.
>
>Realize, we are talking about a bad original design, incorrectly mounted
Panhard
>rod, and over 30 year old technology. There are lot's of better suspension
>designs on the market (but not specifically for Tiger). But the design
concepts
>are there. You are correct about the Panhard rod offering "lateral" location,
>which has nothing to do with spring wind-up and wheel hop that the Traction
>masters are supposed to control. Removing the Panhard rod, because one has
>installed Traction Masters, does not make a lot of sense. One is spring
>wind-up, the other is sideways axle movement, and the Traction masters aren't
>meant to resist lateral shifts (that's one way to break some welds.
>
>The problem with a live rear axle, with semi-elliptical springs, is that too
>many forces are being applied, in large quantities, to a system ill-prepared to
>handle it. All the "add-on" devices are band-aids for a bloody big wound.
Most
>keep this for sake of "period originality" or class racing requirements. An
>independent rear suspension, with fixed-mount differential, and 4 link
>suspension, with appropriate locating arms is a better alternative, but not
very
>period. So would road sensing, adaptive suspension be superior. The new
>"limited slip" designs, on stock cars, are really a very clever use of the
>existing Anti-Lock Braking Sytstems (ABS). They use the same electronics to
>detect differntial wheel motion, and modulate the individual wheels brakes to
>achieve traction control. Most of these systems ware designed for icy, or wet
>roads, not 300 horsepower, and cut out at about 30 mph. Tried it in a rental
>car in icy Utah roads. Worked very nicely.
>
>
>--
>Steve Laifman < One first kiss, >
>B9472289 < one first love, and >
> < one first win, is all >
> < you get in this life. >
>
>
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