What does this actualy mean please?
Discussion
I need your help again!
Getting my Lola Porsche together and I'm not sure about the spring rates on the car.
The Lola with a Pinto engine had '7A-250' and '9C-300' rear.
The figures are bound to be lb/inch (car is 485 Kg dry with the pinto engine) but what does 7A and 9C stand for?
The rears are a huge 550lb/inch at present.....
Thanks, Graham.
Getting my Lola Porsche together and I'm not sure about the spring rates on the car.
The Lola with a Pinto engine had '7A-250' and '9C-300' rear.
The figures are bound to be lb/inch (car is 485 Kg dry with the pinto engine) but what does 7A and 9C stand for?
The rears are a huge 550lb/inch at present.....
Thanks, Graham.
OK: seems sensible, but what about the A and the C suffixes?
They normally have the inside diameter specified
300lb/inch x 9'' free length x 2.25'' (say)
Nearly all coil overs have ground flat ends and of a linear rate.
The spring on the rear of the car now are '550 x 8 inch' x 2.25 which seems mighty hard to me for a little 550Kg car?
The original Lola T 490 had a Pinto engine and weighed 480Kg (1056lb)
I think the 911 engine is about 200Kg and the Pinto 160Kg (both unconfirmed)
Thanks for the help, Graham.
They normally have the inside diameter specified
300lb/inch x 9'' free length x 2.25'' (say)
Nearly all coil overs have ground flat ends and of a linear rate.
The spring on the rear of the car now are '550 x 8 inch' x 2.25 which seems mighty hard to me for a little 550Kg car?
The original Lola T 490 had a Pinto engine and weighed 480Kg (1056lb)
I think the 911 engine is about 200Kg and the Pinto 160Kg (both unconfirmed)
Thanks for the help, Graham.
That sounds hard!
Most hillclimbs are very smooth but can be quite undulating and 'corck-screw' in 'topography' plus hairpins etc. so easy to get quite a twist in the car and hence to lift any wheel(s)
You need the suspension to drop to the gaps and compress quickly too. Lots of power on and full braking.
Certainly no aero on this car!
Most hillclimbs are very smooth but can be quite undulating and 'corck-screw' in 'topography' plus hairpins etc. so easy to get quite a twist in the car and hence to lift any wheel(s)
You need the suspension to drop to the gaps and compress quickly too. Lots of power on and full braking.
Certainly no aero on this car!
Yes for the hills you will want to go (a lot?) softer. Most of the guys on here are out racing or track days, the settings used bear no relation that required on the hills.
I would like to tell you what mine are, but the markings have worn off, however they are too hard and I really should get some softer.
On my mates hillclimber, he kept putting softer springs on and it kept getting better and better.
I would like to tell you what mine are, but the markings have worn off, however they are too hard and I really should get some softer.
On my mates hillclimber, he kept putting softer springs on and it kept getting better and better.
BertBert said:
Graham, what's the weight distribution of your Lola? Lots more at the back than the front.
Bert not Graham
What he said..Bert not Graham
Drop it on the scales and then we can start to generate some numbers.
But as has been said, Traction is what you hill / sprint chaps are gagging for and soft springs will help you get that.
another.. Graham..
Appreciate your inputs, Radical site always come up trumps with real thinking.
The 911 is about 80 lb heavier than the iron Pinto (I think).
The LOLA is sprung 250 front and 300 rear (for a track), so suggesting a spring to the rear of 320 and 240 fr could be a softer starting point(?)
The car is not in a postion to go to a weightbridge, so this will be an estimate at this stage.
I'm sure 550 in the rear is too stiff.
This car was a super saloon (a mid engined Skoda no less) in the past and I think I have the springs from that era, but they are in very good condition, so could be new. The previous owner had not hillclimbed before, but circuit raced in other Sports 2000 cars.
The 911 is about 80 lb heavier than the iron Pinto (I think).
The LOLA is sprung 250 front and 300 rear (for a track), so suggesting a spring to the rear of 320 and 240 fr could be a softer starting point(?)
The car is not in a postion to go to a weightbridge, so this will be an estimate at this stage.
I'm sure 550 in the rear is too stiff.
This car was a super saloon (a mid engined Skoda no less) in the past and I think I have the springs from that era, but they are in very good condition, so could be new. The previous owner had not hillclimbed before, but circuit raced in other Sports 2000 cars.
Naughty naugthy Simon, don't go upsetting Guru Rob, us mere mortals need his extensive Radical knowledge from time to time.
Thanks, I have reached the same conclusion this afternoon.
From what I can find on the net, the 911 and Pinto engines weigh almost the same, but the 911 gearbox is 7 Kg heavier than the Mk 9 Hewland.
At 300 it should be supple and they are not hard/expensive to change.
I hope the front is 250lb/in, but if not I will change those too.
Thank you for the help, Graham.
From what I can find on the net, the 911 and Pinto engines weigh almost the same, but the 911 gearbox is 7 Kg heavier than the Mk 9 Hewland.
At 300 it should be supple and they are not hard/expensive to change.
I hope the front is 250lb/in, but if not I will change those too.
Thank you for the help, Graham.
Thanks Dave. Will call you for a set soon once I know what the fronts are.
Did you buy a Radical?
As to the damping: The koni's are adjustable so i hope the range will cope with the lighter springs.
To re-build (so re-valve) the Konis it is £100 a corner minimum, so might as well buy some new modern ones instead.
Did you buy a Radical?
As to the damping: The koni's are adjustable so i hope the range will cope with the lighter springs.
To re-build (so re-valve) the Konis it is £100 a corner minimum, so might as well buy some new modern ones instead.
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