The problem of the heavy steering still existed and we modified the G.T to take it’s suspension loads through the lower wishbone. This meant beefing up the wishbones and modifying the manner in which the trunnion bearing was located. The worst feature of the lower swivel was that the threaded load carrying centre line was offset from the lower wishbone pivot point. This was liable to wear at a greater rate than it should. However the result was clearly a substantial improvement.
It was, in my view, a great pity because it did not have the inherent problems of the Hume design, that the development of my design fitted to the P2 Safari chassis was not followed, . If it had been developed, by using left and right-hand threads to cancel out the tendency to pull slightly to one side, plus incorporate the shock absorber into the front upright, the Palm Beach Mk2 would have been a more viable proposition.
The modified system was tested again at Brands Hatch and performed satisfactorily. Sydney did not perceive that there was much change in the GT’s handling, however it was agreed to pursue this modification.
One of the other handling vices was related to the laminated torsion bars. Initially it was felt that the front shock absorbers setting was too hard.
After a brief trip to MIRA and a relatively short run on the ‘pave’ it was clear that the front springs were too hard. The front springs were laminated torsion bars and unlike coil springs were not easily altered. One of the characteristics of the laminated torsion bar was it’s self-damping properties. The trip to MIRA substantiated that the GT’s suspension was satisfactory for relatively smooth road surfaces, however it was lacking on rough surfaces.