Good to hear from you, Fred. Our cars seem to be in the same stage of
restoration. You have a 26R (I am envious), which perhaps means less
interior detailing (I am committed to carpets, trim, etc. for a full Type 45
restoration), but also more pressure for period authenticity.
The 250/150 lb spring combination was recommended by Tony Thompson. Lee
Chapman in the U.S. also recommended the same rates to start with -- I
understand Lee has since progressed to higher rates. I did my own
calculations before, and actually wanted softer rates. The problem is that
I wanted to keep short springs to avoid the need for spring compressors.
That means 7-inch springs in the front (using Leda adjustables). From my
calculations (I am a tyro here, so my calculations don't mean much), about
250 seemed to be the minimum before binding resulted from short springs.
Tony Thompson, in whom I have great faith, then told me that below 250 was
the no-man's land before precompression is required.
As you know, the original specification for the 26R is 128/100.
I raced on "compromise" springs, 120/80, with the Type 45 original front
bar, The car felt good, but race pictures showed a great deal of roll (this
might have been cured with a larger front bar). Our "racing" is very
friendly, and outright competitiveness is frowned upon. So the set-up for
racing in U.S. events (very competitive) will probably have to be more
radical.
I am using the original Series 4 dual circuit master cylinder, which I
sometimes wonder is a good idea (I have the larger front discs and
calipers). I am considering the balance-bar setup from Tony Thompson. On a
26R, the balance bar might be the only choice.
I am not home, and will measure the front bar from Tony Thompson when I get
back. Will revert to you then.
I would be interested to know how you are progressing. Whereabouts are you,
Fred?
Regards,
Andres
Lotus 23 and 45
Manila
|