Steve...<div><br></div><div>I remember well when your Dad de tuned the car for 'vintage'. The thing I remember most is how much those Bulbous orange (Signal Red) Fenders weighed due to all of the bondo repairs. I could hardly lift them. I thought to myself, any advantaged picked up from wide wheels and slicks...gets tempored by the added weight.</div><div><br></div><div>Bill<br><div id="__aol_mail_signature__">Sent from AOL Mobile Mail</div>
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On Sunday, March 11, 2018, Steven Belfer via Fot <<a dir="ltr" href="mailto:fot@autox.team.net" x-apple-data-detectors="true" x-apple-data-detectors-type="link" x-apple-data-detectors-result="0">fot@autox.team.net</a>> wrote:
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<div dir="auto" class="aolReplacedBody">My TR3 had wide slicks in the SCCA days, now I run 5.5 wide rims with the best rubber Legal in my vintage club. The car handles great and is very controllable. Also, the tires are less money than the treaded Hoosiers. <br><br><div id="AppleMailSignature">~Steve<div><br></div></div><div><br>On Mar 11, 2018, at 6:09 PM, Michael Porter via Fot <<a href="mailto:fot@autox.team.net" target="_blank">fot@autox.team.net</a>> wrote:<br><br></div><blockquote><div>
<div class="moz-cite-prefix">On 3/11/2018 3:52 PM, Terry Stetler via
Fot wrote:<br>
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<p class="MsoNormal">I totally agree with Glen and Tony here.
The skinny, hard Dunlops would be great if it were the spec
tire for all production classes.</p>
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<p class="MsoNormal">Sadly, the technological genie is out of
the bottle, and once that happens, putting him (or her) back
in that bottle is essentially impossible.</p>
<p class="MsoNormal"> </p>
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The mindset of vintage racers is a bit different than SCCA or IMSA,
but, I have the feeling that the hard chargers will still push those
old skinny skins beyond their limits, and spins would prevail, which
are certain to cause more bent sheet metal than currently is the
case, and vintage racing intends, in large part, to keep both
drivers and cars in one piece and looking pretty much as they did
before racing commenced. But, this is not a new subject, and as for
originality and the "old days," I do remember walking into a Triumph
shop in New England in 1970 that ran an SCCA TR4A IRS, and it was
wearing big, fat cheater slicks....<br>
<br>
The larger question of when a safety improvement is a performance
improvement in disguise is not one that's going to be resolved
simply or easily. Generally, bits that don't break unexpectedly are
a safety enhancement, as Tony makes clear. We don't think about
safety in the same way as in 1962, because we know a lot more about
it, especially from the experience of others. No one gets too
excited about helmet restraints, because we know a lot more today
about TBI and its causes than we did then, for example. We could
get quite priggish about originality, but, would anyone today say
that the stock fuel tanks were just fine and fuel cells are an
unnecessary expense, knowing what we know about fires, or that
four-point roll cages aren't original, and therefore shouldn't be
allowed (even though there's clearly a performance advantage to them
in stiffening the chassis, if done cleverly)?<br>
<br>
But, one thing that everyone so far is unwilling to admit is that we
are inveterate tinkerers, and saying, "well, this little piece of
shit part that fails every Friday like it had a timer built into it
was good enough for the factory in 1962, so it's good enough for me"
just isn't in the vocabulary of most of us. Kas must have file
cabinets full of dynamometer test results as proof of that. In that
regard, the rules always have some rubber built into them, whether
it's apparent to all or not. No one goes into this hobby with the
belief that a DNF every weekend is great fun.<br>
<br>
<br>
Cheers.<br>
<br>
<pre class="moz-signature">--
Michael Porter
Roswell, NM
Never let anyone drive you crazy when you know it's within walking distance....</pre>
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