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This is done primarily by managing mass, the height of the center of mass (a.k.a.center of gravity, or c.g.), and the length of the moment arms that forces on the c.g.

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If more force is transferred through a given tire than it can handle, exceeding it's ability to adhere to the road, then it will lose grip and slide, and control will be relinquished.Changes to the suspension will result in changes in alignment that need to be measured and adjusted.On the Spitfire, caster, camber and toe can be adjusted at the front reasonably easily.These include the Triumph Race Prep Manuals, Kas Kastner's race prep guidelines and Jon Wolfe's "A Guide To Racing Your Triumph Spitfire or GT6." Furthermore, I’ve limited the scope of enhancements herein to things that keep a Spitfire a Spitfire—or at least a Triumph for the most part—and do not go into things like engine swaps or drivetrain transformations (notwithstanding how fascinating, fun and exciting they can be).This article is meant to benefit Spitfire enthusiasts who want to reliably use their Spitfires often, improve their performance and derive more enjoyment from them without having to go to extremes.The later model Spitfire is not a bad-handling car in factory spec.

But here again, a few simple, relatively inexpensive and easy changes can yield significant improvement, and by putting it all together you will have a much more fun car.

The entire suspension--tires, wheels, linkage, springs and dampers (shock absorbers)--and the overall rigidity and mass properties of the vehicle are a system that should be considered as a whole when making changes to any of the individual elements.

The mass of the vehicle and how it is distributed, the geometry of the suspension elements and the stiffness of the springs and the damping coefficients of the damping elements determine how much and how quickly the vehicle will roll, pitch and yaw in reaction to gravity and handling forces.

The Spitfire front suspension is a classic unequal A-arm design.

Caster and camber can be adjusted using shims between the lower A-arms and the frame rails. Adding or subtracting unequal numbers of shims between the front and rear A-arm interfaces changes caster (more shims at the aft mounting adds positive caster). Note that because of the tie rod geometry, Spitfires exhibit a significant amount of toe change with up and down (bump and droop) suspension motion, called bump steer.

Spring rates alone mean nothing as a measure of vehicle stiffness and they can be very misleading--it is wheel rates that matter.