Another factor to consider is the stiffness of the chassis. Fletcher's car
(Hellen) had an extremely stiff chassis with chromoly tubing. It was very
responsive to spring rate changes. When he won the EP Championship we had
1000# front and 1100# in the back because the car had a 48%FR to 52%RR
weight balance. It was frustrating keeping up with the changes that Fletcher
made because he and I both were bad about not keeping notes.
BTW Chip I always spell it "Hellen" because she has been to hell and back.
From: email@example.com [mailto:firstname.lastname@example.org] On
Behalf Of CHIP COLLINGWOOD
Sent: Thursday, January 22, 2009 12:23 PM
To: Dennis DeLap; FOT
Subject: Re: [Fot] TR4/6 IRS Spring Rate
When Fletcher ran the TR6 he used anywhere from 900 to 1100 springs on the
front, and anywhere from 500 to about 700 in the rear, we used weight
jackers to set the ride height and corner weights. He used solid bars front
and rear, 1" and 7/8" respectfully. When I ran the car in this
configuration we used 1000F and 800R. Yes the car was stiff but seemed to
like it. I wouldn't argue with success. Fletcher won the Eprod Championship
in 91 and did well wiith it in the GT3 configuration for a number of years
I am in the process of bringing old Helen back to life with a rebody and
some updating. I ran it for 4-5 years in the old configuration and couldn't
catch the really fast RX-7's but was always top 3-5 on the grid. I hope to
get her out sometime next year.
> [Original Message]
> From: Dennis DeLap <email@example.com>
> To: FOT <firstname.lastname@example.org>
> Date: 1/21/2009 6:47:02 PM
> Subject: [Fot] TR4/6 IRS Spring Rate
> AMICI - specifically all of you TR4A,TR250,TR6 racers.
> I am building a Triumph Special with Triumph IRS.
> Can you give me a ballpark # that you are using for spring rate on the
rear of your cars?
> Dennis DeLap
> Support Team.Net http://www.team.net/donate.html
> Fot mailing list
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