I suppose it's all academic or semantics but .... The late Ray Henderson whose sad death was recently reported in several UK club mags, The Vintage Triumph and possibly even Triumph World - entirely overcame the questionable rear end handling of all Spitfires and GT6's. This is simply because Ray (who worked for almost all his career in ST Experimental Department in Coventry) built a rigid axled Spitfire as an experimental car with combined coil/damper units and four link location. It's handling was so outstandingly good, there was a distinct possibility the Spitfire and GT6 would adopt the layout. Some months ago, I saw a picture of Experimental driver, Gordon Birtwhistle, driving the car in question. The pic has Gordon on the apex of a bend at very high speed and with the Spitfire arguably at the limit of adhesion but with absolutely no signs of drama at the back end. Unfortunately, Ray's modification flew directly in the face of the marketing people (and probably a few unmentionables in Engineering?) who wouldn't even countenance a reversion to a beam axle. ST was proud of its claim to be the first British manufacturer to offer independent suspension on its entire range. Admittedly, the re-design would have cost a wad but then along came Toledo and Dolomite featuring many of Ray's secret ingredients. Perhaps the Toledo wasn't everyone's cup of tea in any department as far as aesthetics or performance was concerned but Toledo and Dolomite (in 1850 and 16 valve Sprint form) all had outstanding handling characteristics for cars of their time - and streets ahead of the cart spring alternative. But then, I recall it took a very long time for 'Henry' to abandon the live rear axle concept on all its Escort rally cars and long, long after others were eulogising an independent alternative. Suppose it's another example of Standard-Triumph paying more attention to saving money than attempting to make a better car as was so often the case.
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