The Alford & Alder upright
#101
Posted 05 May 2011 - 17:13
#103
Posted 05 May 2011 - 22:10
I seem to recall that the damper units leaned over and huge angles. And Alan, how long were the FF races that demanded all the extra weight of those larger Spax dampers? Or was that more a matter of convenience to fit them up to that size spring?
Seriously off-topic, of course. But we could ask about the 27 pic, didn't they have Mayflower uprights with the steering arm up top?
#104
Posted 05 May 2011 - 22:36
Weren't the Monos beset with too great an angle on the shocks, contributing to suspension woes?
Yep, inboard shocks didn't allow desired range of movement, leading to compromises everywhere.
#105
Posted 05 May 2011 - 22:36
#106
Posted 05 May 2011 - 23:48
That came about five or six years later. But I've actually forgotten what the inboard arrangement looked like, I might have to hunt down a pic or two.
On the other hand, the rears did have very big angles on them, didn't they?
#107
Posted 06 May 2011 - 02:07
#108
Posted 06 May 2011 - 03:56
This means that as the suspension rises, the rate actually decreases.
#109
Posted 06 May 2011 - 05:06
#110
Posted 06 May 2011 - 06:46
#111
Posted 06 May 2011 - 07:28
#112
Posted 06 May 2011 - 22:14
I seem to recall that the Yimkin, a clubmans car driven by Richard Groombridge, had the outboard end of the spring/damper unit mounted in the usual fashion while the inboard end was affixed to the top wishbone 2 or 3 inches out from the pivot, still haven't got my head round that one after 45 years.
If I understand what you are saying, I believe Honda had something similar on the rear suspension of their first F1 car. March Fenijn explained how it worked, but I have forgotten.
Roger Lund
#113
Posted 06 May 2011 - 22:33
Elwyn and Erol spoke of things such as 'ackerman', 'bump-steer', 'rising/falling rate', etc, etc, until my head was spinning. Some of it I understood, and remembered!