I'll add: 6. A lean to drivers side on a swing-spring car should be fixed at the front suspension, even if that lean is most easily seen by looking at the rear of the car. Richard Let's see if I can
In your original question you claim to have a sagging drivers side rear. Don't mix that by now saying you've simply got a sagging rear. Those are two very different problems, frequently caused by two
Sorry guys, I've been following this string for a few days now and I'll just drop in a thought about front/rear springs. I don't want to fan any flames, just add a casual observation Years ago when I
Nolan wrote that: However breaking that leaf will remove *all* the roll stifffness from the rear. Or to put it another way, even more than it was before the front will be the determinant of the car's
..."However breaking that leaf will remove *all* the roll stifffness from the rear"... Not exactly - unless you manage to break the bottom leaf on BOTH sides of the diff. If you just break it one sid
I agree that the front springs will have a dramatic effect on lean to the side (both front and rear), but something else also needs to work correctly for a level chassis - your (front) antisway bar.
Come on Joe - I know you want to sell camber compensators but telling someone who wants simply to replace a sagging spring with a whole new setup is hardly cost effective :-) He's not looking to auto
Barry, Apparently you didn't read the entire message. Higher up (above the recommendation about the CC) I did say that replacing the spring with a new one would solve the problem temporarily. It will
Anyway...the reason I have a Swing spring in my Rotoflex setup, for one, is because it is in the GT6 competition prep manual as a very effective system to switch your MK2 to, and I can attest that it
I overlooked that reply of Barry's the first time around and have to say this about that: I asked Kas Kastner about that and he said that he never recommended it and apparently doesn't think much of
One more thing no one has pointed out - don't discount the dynamic aspects of the rear suspension. Proper toe angles will cause the rear to "pick up" considerably when driving, and turning into a par
I'd like to add to this by saying that you should always unhook your sway bar while trying to fix a leaning car. This way you not only take it out of the equation, but if it instantly solves the prob
First, I must point out that I drove the Spitfire to work today topdown. 'Twas a cold ride home but oh so satisfying! I'd forgotten just how rev'y the engine was, and how much farther apart 2nd and 3
-- Joe Curry <spitlist@cox.net> wrote: . . . I think we may have been through this before, but I'm still not getting it. Isn't the swing spring longer (eye to eye) than the fixed-center spring? It se
Your misunderstanding is in assuming that the angle of the wheel is related to the angle of the suspension upright, that connects between the hub and the spring eye. The suspension upright will chan
That's what I keep forgetting - the trunion allows the upright to tilt independently of the wheel. Too many years with 914 IRS's, I suppose, where the hub and wheel tilt together. Thanks, MDN _______
Nope, ALL springs for the Spitfires (and GT6) are the same distance eye to eye - the longer axles require different radius rod mounting at the body (now that they have different angles for the radius
Gosling, Richard asserted: Not to put too fine a point on it (which I'll do anyway), but you mean halfshaft or axle. If the wheel was perpendicular to the driveshaft the car could only go around in c
A nice example of two nations divided by a common language! In British parlance, the halfshaft or axle is often referred to as a driveshaft. What Americans would call the driveshaft, we Brits are mo
Hah! A propshaft hold the propeller on an airplane (or if you prefer, an aeroplane :-), which that's what we would have been flying with before the invention of that Whiggish invention, the jet. Not