Note the photo above that to make removal/fitting much easier the rear of this 2+2 is overhanging the rear of a 4 post lift…good tools/facilities make a job much simpler…Steve
I concur with Robin’s “pure brute strength and levers”. IMO the problem exists because the mounts attach at an angle thus the position of the holes shifts when the mounts are squeezed under load. So effectively they need to somehow be preloaded prior to fitting, which is what brute strength achieves!
If you bolt the mounts to the chassis then lift the irs cage straight up taking care with the lower threaded stud…then keep lifting the irs till you have the weight of the car fully on the mounts(loaded)its then not difficult with a spike (podger) to line up the mount holes…no brute strength needed…iv done it this way many times…assuming you have correct mounts…Steve
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Will have to try that next time, probably in the after life! 
Clive it is very challenging ….especially the first time you do it …… but with practice it’s easier…… holding your mouth the right way helps as does the swearing …otherwise straight forward
We’ve justc clocked ove 1000 discussions …which is very good ……but we are still not much further advanced ( other than in engineering understanding) and we’ve gone slightly off track of my original question …… because we are now starting to move towards bespoke components it’s a great and interesting discussion , but it still doesn’t answer my original question .
Clive you have dedicated yourself to the task with both enthusiasm and knowledge …… I’m happy to let this keep running but I’m thinking that other than tweaking with shockers there is not much else I can do to my car
Hi Danny…yes a long winded but interesting thread…Re your original question and iv tried to drag it back to that quite a few times as i dont really like threads going astray…really you question was answered in the first 20 or so posts…everyone giving their ideas/experiance of best performance from parts currently available off the shelf…tires, shocks, brakes, bushes…Steve
Too true but still an interesting engineering discussion
That, precisely is why I’ve enjoyed this thread because it’s gone through so many interesting iterations.
it is by these wide ranging discussions, that we learn the minutiae of a very complex subject.
Really enjoy this post. There is a lot of information posted by the contributors with analysis by Clive.
I wish I can recall where I saw a video of the rear suspension move while the car was in motion.
It would be fun filming some reference marks showing lateral and longitude motion of the cage under cornering, acceleration and braking.
I guess this is what Clive is attempting to test in the shop.
Let’s keep the post going
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Can’t stop now Danny, the big drill arrived today.
I understand your concern and I’ll make a more considered reply tomorrow. Meanwhile I’ll just say that I assumed when you originally asked me for comment you were looking for something beyond the usual toe settings and tyre pressure comments, since everyone reading this is more qualified to comment on those areas.
I’ve seen one too, I’ll try to find it. It was not very reassuring!
Yes, in a rudimentary way - I test the stiffness of the cage mounts in the three working planes then estimate how that affects wheel angles under working loads. Unfortunately I don’t have a full model of the rear suspension - our software supplier isn’t interested in writing one for such a specialist layout with no other users - so I can’t fully define the effect of the “now it’s independent, now it isn’t - now the trailing arm is pulling it forward, now it’s pushing it back” activity going on back there.
I do have a model for the front system.
If this is your original question, I will try to answer it… Even if you do away with the stock bump stops, you still need some kind of absorbing material in the shocks.
I ran bigger tires on my E-type, and yes, we remove the bumpstops to clear the tires. More accurately, back in the 60s, when the car was a race car, the wider Borrani wheels, and BlueStreak racing tires were big enough that the bumpstops had to be removed.
When I ran 205 -70 tires on it I was glad those bumpstops had been removed. At that time, dad installed bump stops in all four of the rear dampers.
At low speeds, the steering did indeed get considerably heavier, but above 3 mph, It certainly never bothered me.
Does the increased amount of rubber on the road increase the road holding all that much, on a street car? Not so much that you’re going to immediately notice it. I went with the wider wheels and rubber, because I like the looks of it better.
I think so too. A respectful international discussion with many contributors and no preconceptions. Good for the mind and the peace of mind
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I did a search of the video of the IRS when under way.
Haven’t found it (yet)
but stumbled across this posting from 2007 with what may be an interesting mod to the IRS which was posted in March 2020. It’s on an XJ-S but may apply to Clive’s current efforts. The challenge would be fabricating and ATTACHING the forward attaching points
Challenging, yes, especially on an E type, but overall, that modification would result in a much more measured running stance, and a more modulated set of transient responses as the car took a hard corner.
You took the words right outta my mouth 
Yer sposeta be working!!! 
My mind agrees.
My back and knees are deep in discussions regarding longevity and flexibility.
Meanwhile, here is a Motor Trend article from DEC 2007 with all sorts of discussions on IRS’s
I am working through a logistical issue.
This first photo shows that I have extended th line to the corner (above the STP banner).
I had the benefit of using the black pipe (propane distro) as a rest to "hold " the end of the line while I affixed the other.
I am brainificating on how to finish that length from the corner to the door on a solo act
Apologies for the hijacked thread - we’ll get you back to your regular programming shortly
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