Adjust the infinitely adjustable part...the driver...cheapest to adjust, but
also the hardest to make constant.
As Charlie said, slow down on your entry. The GT's front/rear weight bias is
already going to put you at a disadvantage, so make it work for you. Get all
the braking done in a straight line, turn in and <gently> roll on the gas to
xfer the weight to the back until it starts to understeer. Once you are
comfortable doing so, then start changing things on the car. One at a time and
taking loads of notes!
Bob
On Jan 24, 2012, at 12:17, "Charly Mitchel" <charly@mitchelplumbing.com>
wrote:
> Who said it 'In fast out slow, in slow out fast' or something like that.
> Charly Mitchel
> ----- Original Message ----- From: "Scott Janzen" <sjanzen@me.com>
> To: "Bobby Whitehead" <igofaster@att.net>
> Cc: "'Friends of Triumph' Triumph" <fot@autox.team.net>
> Sent: Tuesday, January 24, 2012 7:11 AM
> Subject: [Fot] GT6 Alignment and suspension set-up
>
>
>> Bobby, I'll share how my suspension is set up, describe the handling, and
pose a question of the group - what would optimize the handling/reduce
understeer on corner entry?
>>
>> Car weight roughly 2100 lb w/ fuel, 200 lb driver/gear, corner weighted to
optimize, but LF is still heaviest
>> Tires 205/60-13 on 6" wheels, R888 Toyo Proxes, 21 psi front, 19 rear
>> Front Susp 550 lb springs, 1.5 degrees negative camber. Tried 2.5 negative
on last outing, and got more even tire wear (less wear on outer 25%) but more
twitchy steering and no reduction in understeer. Front bar 1" OD, solid, with
about 13.5" lever arm. 1/16-1/8" toe out. All plastic bushings.
>> Rear Susp: stock spring(I think), with spacer on diff to lower about 3/4",
1 degree negative camber, 1/16" toe-in, 5/8" OD anti-roll bar with 9" lever
arm. Welded diff. Every connection on "stock" rear susp elements is a rod
end except for the lower a-arm connections to the upright, full IRS w/
rotoflex replaced by ujoints.
>>
>> The car understeers on corner entry, more as I go faster, and more on
tighter turns (welded diff). Jason tells me it's my driving style - I carry a
lot of speed into the corners, trail braking, and the car pushes going in, can
hear the front tires protesting. At the apex, when I get on the gas, the
balance shifts rearward, the front tires get quiet, the backs start making
noise and the car points where I want it to go.
>> I'd like to reduce the understeer on turn-in. Have increased the rear bar
stiffness, which did not reduce understeer but made the transition to
oversteer more dramatic! Adjusting tire pressures up and down has not made a
material difference.
>> So, anything else I should try adjusting? Or, just acknowledge the nose
heavy nature of the car and get my braking done in a straight line, go slow on
entry and get on the gas early?
>> _______________________________________________
>> fot@autox.team.net
>>
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>>
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