Yes, about weight and "old fashion" rear axle, it's clear, but some "long stroke" engines, then, were not so bad for racing, no?
And with 235 BHP in stock cars, was it so difficult to reach 260 in race trim?
But, really, thanks, whatever; in fact, I was more waiting a "gentlemen driver" than a period "top team"!
Very unlikely that it actually produced 235 bhp in road trim, but I could be wrong, but weight was/is also an issue.
For instance the Jaguar E type was quoted as 265 bhp in showroom trim but the late Ron Beaty told me that 210-215 bhp was the most you could expect and that the most powerful 3.8 litre Jaguar production line motors were fitted to the early 3.8 Mk2 saloons even though they only had two carburettors rather than the three of the E type and of course the XK150S. As an example the Equipe Endeavour E type ECD 400 which won its first ever race driven by Graham Hill at Oulton Park in 1961 had an engine which gave 243 bhp although when it was later raced at Spa by Mike Parkes its motor had American Iskendrian cams for which 276 bhp was claimed.
Astons also had a problem with quoted power output figures which were rather less than they claimed.
The same thing applies to top speeds, the fastest I could ever get out of a production E type was an indicated 142 mph from a 1965 4.2 FHC, whilst a slightly warmed up 3.8 roadster with the earlier lower geared top (3.31:1) managed an indicated 140 mph whilst the Maserati Ghibli I maxed out very early one morning would not go beyond a speedo 154 mph (the factory claimed 170 something if i recall correctly) at which speed it was almost flying and I could not see the road in front of the car.
The E type had similar aerodynamic problems and were scary beyond 125 mph in road trim.