Andy:
See my earlier message.
Yes, the improvement is significant - NO arguement. The old system
allows for near-instantaneous 180 degree changes in direction when the
rear wheel tucks in during spirited cornering. Been there, did that. As
I had a '78 1500 parts car, I swapped out the complete rear end (diff
and suspension) and the front bar. The disk wheels on my '70 were
already 4.5", but I also put the 1500 wheels on just for looks - both
had radials. The new set-up cured the end-swapping characteristic of the
old system. There was still quite a lot of lean during cornering, BUT
the tires stayed in proper contact with the pavement - and that's what
counts.
Bottom line?? Use used parts - going with all new parts will likely be
cost-prohibitive.
Dave Q.
> From Andy Mace:
> <snip>
> And that's where the debate comes in. The later Spitfires, with swing-spring
>AND fatter front sway bar (needed to compensate for increased oversteer
>resulting from the swing-spring) arguably handle much better than the early
>cars without compensators. In fairness, I have never seen an honest comparison
>with the same vehicle equipped one way and then the other, and it's not fair
>to compare the relatively light-weight '63 on bias-ply Dunlop Gold Seals on
>3.5" rims with the much heavier, say, '80 Spitfire on 5" wheels and 155SR13 or
>better radials and a wider rear track!<
>
> To add the swing-spring setup, one does also need that fatter front sway bar,
>and one needs to plug two then-unused stud holes on the top of the
>differential. IF you figure on all-new parts either way, the swing-spring
>conversion is probably at least twice as expensive. Note also that the camber
>compensator really is NOT necessary on a swing-spring-equipped car (IMHO).<
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