UCSLugRacerX
15+ Year Contributor
- 166
- 0
- Jun 9, 2004
-
Santa Cruz,
California
I've had my AWD 1g for a little over a month now, and I am planning on turning the car into a track car (which I'll drive on the street too 
), and perhaps running my car during open days at race tracks in my state. What I have noticed with my 1G, is it's inherent tendancy to greatly understeer. The car is seemingly stubborn, and unwilling to rotate at the apex of the a turn, or unwilling to be pointed with the throttle. Given that the car has a 50/50 power split, and weighs 3,000 lbs (perhaps 2,700 when stripped.), and has roughly 200hp, there are hopes the car will be neutral, or oversteer during steady state turning.
This is the configuration of the suspension system I am speculating:
-JIC FLT-A2 coilovers
-KAZZ Front LSD
-KAZZ center LSD
-Stock Rear Viscous LSD (I will indicate why later)
-Front Camber adjustment eccentric bolt kit
-Rear camber control arms kit (-2 to +3 deg. adjustment)
-Rear Buscher Racing Strut tower bar
-No front strut tower bar
-RM Racing Sway Bars 15/16" front and rear
-RM sway bar bushings, and rear end link bushings
-16" Volk GT-7 wheels
-Bridgestone Potenza S-03 Pole Positions sized: 245/45/16R
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The reason why I think the stock viscous LSD is better, is because in order to increase oversteer, I assume that a slower/ less-sensitive reacting rear LSD, will cause "some" wheel spin, thus allowing for more oversteer tendancies. It sems logical also, that a gradual reacting rear LSD will smoothen out transitional turns, and allow the car to sit longer in the transitional state between steady-state turning/understeer, and drifting/oversteer.
With regards to the JIC suspension, there seems to be more customization of spring rates, thus I would run a much higher spring rate in the rear that in the front. And with a stiffer sway bar in the rear this would allow the rear wheels to break sooner than the front wheels upon throttling the engine.
The Front and Center KAZZ LSD's seem to make ALOT of sense, because it would better facilitate power distribution to the turning wheels, and load transfered rear wheels. (Because turning is very good.)
The S-03 tire use a very sticky compound, and 45mm sidewall seems like a sufficient comprimise between minimal sidewall flex, and suspension compliance and tire load compression. Although tread life seems to be its downfall. I assume I'll need wheel spacers to fit 245's. Granted it is a street tire, but applications of driving it on streets compell it to be so.
So, my questions are, with this configuration, is it possible to increase the transitional point between oversteer behavior and steady state behavior, by increasing the rear suspension stiffness, and by decreasing longitudinal body roll of the rear end? Plus, with a softer shock/spring configuration in the front, with perhaps 1.5 degrees negative camber, and 0.5 degrees negative rear camber, and a 0.5 deg. toe out of the front wheels, would this further increase transitional oversteer behavior, without having to run staggared tire sizes, due to uneven unsprung weight distribution?
Any input is appreciated. And please let me know if my any of my race car application concepts are incorrect, and why.
), and perhaps running my car during open days at race tracks in my state. What I have noticed with my 1G, is it's inherent tendancy to greatly understeer. The car is seemingly stubborn, and unwilling to rotate at the apex of the a turn, or unwilling to be pointed with the throttle. Given that the car has a 50/50 power split, and weighs 3,000 lbs (perhaps 2,700 when stripped.), and has roughly 200hp, there are hopes the car will be neutral, or oversteer during steady state turning. This is the configuration of the suspension system I am speculating:
-JIC FLT-A2 coilovers
-KAZZ Front LSD
-KAZZ center LSD
-Stock Rear Viscous LSD (I will indicate why later)
-Front Camber adjustment eccentric bolt kit
-Rear camber control arms kit (-2 to +3 deg. adjustment)
-Rear Buscher Racing Strut tower bar
-No front strut tower bar
-RM Racing Sway Bars 15/16" front and rear
-RM sway bar bushings, and rear end link bushings
-16" Volk GT-7 wheels
-Bridgestone Potenza S-03 Pole Positions sized: 245/45/16R
-----------
The reason why I think the stock viscous LSD is better, is because in order to increase oversteer, I assume that a slower/ less-sensitive reacting rear LSD, will cause "some" wheel spin, thus allowing for more oversteer tendancies. It sems logical also, that a gradual reacting rear LSD will smoothen out transitional turns, and allow the car to sit longer in the transitional state between steady-state turning/understeer, and drifting/oversteer.
With regards to the JIC suspension, there seems to be more customization of spring rates, thus I would run a much higher spring rate in the rear that in the front. And with a stiffer sway bar in the rear this would allow the rear wheels to break sooner than the front wheels upon throttling the engine.
The Front and Center KAZZ LSD's seem to make ALOT of sense, because it would better facilitate power distribution to the turning wheels, and load transfered rear wheels. (Because turning is very good.)
The S-03 tire use a very sticky compound, and 45mm sidewall seems like a sufficient comprimise between minimal sidewall flex, and suspension compliance and tire load compression. Although tread life seems to be its downfall. I assume I'll need wheel spacers to fit 245's. Granted it is a street tire, but applications of driving it on streets compell it to be so.
So, my questions are, with this configuration, is it possible to increase the transitional point between oversteer behavior and steady state behavior, by increasing the rear suspension stiffness, and by decreasing longitudinal body roll of the rear end? Plus, with a softer shock/spring configuration in the front, with perhaps 1.5 degrees negative camber, and 0.5 degrees negative rear camber, and a 0.5 deg. toe out of the front wheels, would this further increase transitional oversteer behavior, without having to run staggared tire sizes, due to uneven unsprung weight distribution?
Any input is appreciated. And please let me know if my any of my race car application concepts are incorrect, and why.
