Ok, now, I have seen a couple of references to Griggs making a custom
suspension for the Tiger. Is that available anywhere for viewing? I would
just like to see how it is made and does it fix the steering problems. And
yes, that sway bar is not well designed for the tiger.
mayf, out in pahrump, alone and it is getting dark.....
----- Original Message -----
From: "Larry Paulick" <lpaulick@comcast.net>
To: "Stephen Waybright" <gswaybright@yahoo.com>
Cc: <tigers@autox.team.net>
Sent: Wednesday, November 10, 2004 6:21 AM
Subject: Re: Springs
> Stephen is on the mark again. The Tiger's front sway bar is really
> binding. To check it out, take it off and go over something like the
> small curb in your driveway. You will really notice the difference. I
> make my own design that use poly bushing and spiracle ends, but am
> looking at a Mark 2 design as well.
>
> Now Stephen's rear suspension is really nice, and maybe one day.
>
> Stephen, since Griggs made your suspension for you and you are a former
> customer, could you ask them if two way adjustable shocks would work to
> control the dive. As you know shocks like Koni's adjustable shocks only
> control the rebound, not the compression.
>
> Suspension theory several years ago was going towards lighter springs,
> and heavier shocks and sway bars.
>
> Griggs is a specialist and should be able to answer this question with
> some authority.
>
> Larry
>
> Stephen Waybright wrote:
>
> >There are a lot of variables and subjective factors that affect
> >perceived ride quality, and in a Tiger over-constrained (binding)
> >suspension designs are a huge contributor to it's "harshness"... Dale's
> >"low friction" roll bar setup in front along with the heim joint
> >multi-link coil-over rear suspension I have from Griggs Racing were all
> >specifically designed to eliminate these binding issues in the Tiger.
> >One result is that I can (or possibly must) increase the spring rates
> >all around because those binding forces are no longer there working to
> >restrict suspension travel. The plus is (in theory anyway) that it
> >should provide an exrteme improvement in suspension compliance
> >(suspension compliance = good tire contact/traction over bumps and good
> >ride qualty)
> >
> >If you have the "low friction" bar conversion you may find you want
> >heavier front springs. I beleive Larry also has this and that's why we
> >both feel we have too much nose dive.
> >
> >It's always best to work the spring rate up a step at a time though,
> >since a ride that's too stiff for your liking will really take any
> >enjoyment you have out of the driving experience.
> >
> >Stephen Waybright
> >
> >--- Dave Munroe <dave@munroe.ca> wrote:
> >
> >
> >
> >>my conclusion is that the spring rate you need is dependent upon a
> >>
> >>
> >lot
> >
> >
> >>of
> >>variables, not the least of which is the state of the roads on which
> >>you
> >>drive.
> >>
> >>650* springs? Not on my car, Stephen! I have 325# springs from Coil
> >>Spring Specialties up front, stockers on the rear, 1986 issue Konis
> >>all
> >>around on the softest setting, and I have ridden shotgun in gravel
> >>trucks with more "ride quality" than my Tiger. Maybe for the race
> >>track,
> >>or autocross, but a cross country jaunt to SUNI, I don't think so.
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