Discussion
Sunday driving trough the Virginia piedmont in a 1974 2500m, slightly modified. I am in the process of preparing the car for an autocross (sprinting) campaign this year. Thus, the moniker of Solo II, amateur drivers rather than professional. Most of the events in the area are run in the parking lot of FedEx Field, home of the Washington Redskins football team. Mods include mostly engine performance, cam, Webers, header, electronic iginition. Suspension work is under way.
The usual things. Urethane bushings, beefing up the swaybar. I have a business associate in New Jersey who is a former AVO(?) distributor here in the States. He will be building a custom set of adjustable coil-overs for the car using either his English components or some other US made inventory of his. I like my car sprung stiff so we are looking at spring rates in the 250-300# range. Once I have sorted that out I plan on uprating the front swaybar to 1 inch adjustable and either moving the small front bar to the rear and fixing it up with adjustable end links or having one built to spec.
Since I work for an outfit which used to race Porsches in the IMSA road racing series I have access to corner weighting scales which should be of enormous benefit is fine tuning the setup. We shall see.
Since I work for an outfit which used to race Porsches in the IMSA road racing series I have access to corner weighting scales which should be of enormous benefit is fine tuning the setup. We shall see.
Will you be doing anything to chamge/improve the weight distribution?
My 3000M is running on 300lb front springs but only 160lb on the rear, I tried various spring strengths, pre-load's and lengths and found this the best for my car. This gives a stiff suspension with little body roll but is still drivable. With gthe harder springs on the rear I found the rear just bounced along lifting the back of the car.
It will be interesting to find out what you find best for yours.
My 3000M is running on 300lb front springs but only 160lb on the rear, I tried various spring strengths, pre-load's and lengths and found this the best for my car. This gives a stiff suspension with little body roll but is still drivable. With gthe harder springs on the rear I found the rear just bounced along lifting the back of the car.
It will be interesting to find out what you find best for yours.
Thanks for the tips on the spring rates. Especially about the rear. With such a short wheelbase, the rear of the car is hard enough to keep in line without its bouncing around. As to weight distribution, the plan is to move the battery to behind the passenger seat. Not much but every bit helps. My understanding is that weight distribution is about 51% front/49% rear with a driver in the car. Since mine is a 2500M and uses the very heavy Triumph lump there doesn't appear to be much else I can do to move weight rearward besides adding balast. Weight is the enemy though, so more of it is not part of my plans. If I were a man of means, I would have the whole front bonnet reproduced in carbon fiber! That would be pretty trick but alas, not in this lifetime.
Judging by the way the car turns in, I would be surprised as well. I did come across two bits of information regarding weight distribution. The first claimed an unladen curb weight of 2275 lbs. with 53/47 distribution. Seems likely enough to me. Another claimed 'near perfect' weight distribution with a driver onboard. That last was a reprint of a magazine ad for the car. Source: TVR?? Perhaps they meant two passengers on board and one of those an amputee! I'll be happy to share any information I come up with. I'll need to weight the car before I go putting new springs and dampers on though.
Solo II said: Perhaps they meant two passengers on board and one of those an amputee!
Don't forget the full tank of fuel and the lead weights under the tank.
Moving you battery is a good idea, no only will in move the weight back but also lower. Modern TVR's have the battery fitted in the passenger footwell.
richard sails said: Don't forget the full tank of fuel and the lead weights under the tank.
LEAD WEIGHTS?!!! THERE ARE LEAD WEIGHTS BACK THERE?!!!
Is this how TVR achieved their "near perfect" weight distribution? Wouldn't cement have been more cost effective? And safer for the environment? Imagine if one of those weights were to fall off and and up contaminating the water supply!! The liability tort could ruin TVR!
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