Dick wrote:
Note photos of production cars racing in turns where you see "daylight"
under the inside (front or rear) tire. It is my belief that the bar on
these cars is too stiff, and they have given up something in trying to
achieve maximum contact patches.
I'm instantly reminded of seeing VW Golfs racing. I'm not sure this is
the reason for these cars, but thanks for the mental image anyway. I
doubt I will ever acquire the skill or the car to have to worry about
it.
Cheers,
R. Ashford Little II
www.geocities.com/ralittle2
-----Original Message-----
From: owner-6pack@autox.team.net [mailto:owner-6pack@autox.team.net] On
Behalf Of Sally or Dick Taylor
Sent: Monday, December 23, 2002 7:20 PM
To: Navarrette, Vance
Cc: 6pack@autox.team.net
Subject: RE: rear bar
Vance---I agree with all you wrote about reaching the limits at the
outside front tire, and the roll played by the rear bar in extending
these limits. I was responding only to your part about the rear bar
holding both rear tires to the ground.
Having used different rear bars over many Triumph slaloming years, I
pretty much understand what the rear bar can do. Our only disagreement
(?) is how much stiffness you can use before lifting of the inside rear
wheel causes this wheel to not contribute in the cornering effort.
We know that as the outside wheel compresses its spring and bends the
anti-roll bar arm, the bar then contributes to holding the wheel UP on
the opposite side. Note photos of production cars racing in turns
where you see "daylight" under the inside (front or rear) tire. It is my
belief that the bar on these cars is too stiff, and they have given up
something in trying to achieve maximum contact patches.
Dick
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