Can you please tell me a little more about
the "over-riders running on top of the springs"?
My problem with the torque arm is that,
contrary to what you suggest, it adds to the tendency of the front end to
dive during braking.
Bob-
Better late than never with a response... I just got back into town. Reviewing
the massive amounts of E-mail (Tigers, Fordnatics, RD Yamaha etc.) I have to
say that it was gratifying to see interesting discourse (Tiger list) regarding
making our cars work better and more enjoyable, rather than pithy idealogical
debate (not that I'm always above that...).
As far as "over-rider" type traction enhancers, I believe Stan Clark's car was
the one I was looking at that ran that setup. If you want more details, I can
ask Stan what the deal is or if you know him, you can do the same.
My experience with big sway bars on a Tiger mirrors yours exactly, definitely
better to work with the spring rates and control wheel movement through better
dampening. It was interesting to hear how stiff you run the car, obviously it
works for you. Is this in a street/track or track only application?
It also was interesting to read your comments concerning brake dive with
torque arms. My experience with Tiger torque arms is very limited and includes
no real "at the limit" work. However, I have driven Mustangs with Griggs
setup, and the anti-dive characteristics are great. It would seem that if we
are controlling the rearend's movement away from the car, that would keep the
load more on the back end. Maybe the Tiger torque arm transfers too much
forward? I don't have a clue.
There also is no doubt that a car set up to oversteer will go faster, all
things equal. I guess for me the balance is ultimate capability and
consistency, as a car setup for initial oversteer just goes farther in that
direction as tire temps rise and requires more concentration from the get go.
Mike Wood
B382002273
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