ChrisM
Mostly harmless.
Have you considered lowering the splitter with a spacer of some sort to try and get some more downforce up front?
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Have you considered lowering the splitter with a spacer of some sort to try and get some more downforce up front?
Run a few laps with no wing and see what happens. That’s exactly what I did. But I can almost guarantee he’ll be slower.
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But this is exactly what I'm talking about in the direction of the adjustments. Not far off from what you have, but just more in this direction. In theory, the 302S isn't too far from your setup with the 600/350 f/r springs, rear wing, and the drop front ball joints and the relocated front LCA rear pivot. Really not that different.Adjusting alignment (in this order):
- Set caster. Recommended setting is typically 7° - 7.5°, but equal on both sides
- Set camber on both sides to -3.0°
Set toe to 0 degrees or 1/8" total toe out on 30" toe plates
Aside form the adjustments and settings, What are your front tire profile temps and wear telling you?
I just found this from the 302S manual here:
https://performanceparts.ford.com/download/boss302spdfs/2014/Boss 302S owners manual version AV3.pdf
View attachment 2884
But this is exactly what I'm talking about in the direction of the adjustments. Not far off from what you have, but just more in this direction. In theory, the 302S isn't too far from your setup with the 600/350 f/r springs, rear wing, and the drop front ball joints and the relocated front LCA rear pivot. Really not that different.
This is also the way people should refer to their front 'ride height' instead of fender arch or frame rail measurements, and is independent of tire heights, etc.
Aside form the adjustments and settings, What are your front tire profile temps and wear telling you?
Agreed, that's why I upped the springs. More tire, more bite, more body roll-and I was already almost full stiff on the shocks trying to manage weight transfer, so 600's made sense to me. On track pics show the tire 90* to the track surface under full load and tire wear looks very good. I lowered my pressure 3 psi on the last run and it seemed more consistent throughout the session so I am going to start the next event @ 2 psi less than my usual baseline. Again, while I do carry all the necessary gear to take and log tire temps there is never anyone available and/or capable/willing to do so. I miss having a team, it was so much easier to make changes and log data. It's just my son and I and at this next event at Laguna he is taking driving school in his new s550 50th anniversary Mustang. I won't even have a passenger anymore.^this was the main part of that post.
The data from your front tires *should* have the answer.
If I put it another way, massive tires shouldn't need *less* spring and bar to control the roll from the added grip available. Running more camber (and maybe the toe) than needed could also start making you change things (like softer spring and bar and roll center) to make the camber setting 'work' for those changes and not the other way around. Hope that makes sense.
Aside form the adjustments and settings, What are your front tire profile temps and wear telling you?
I just found this from the 302S manual here:
https://performanceparts.ford.com/download/boss302spdfs/2014/Boss 302S owners manual version AV3.pdf
View attachment 2884
But this is exactly what I'm talking about in the direction of the adjustments. Not far off from what you have, but just more in this direction. In theory, the 302S isn't too far from your setup with the 600/350 f/r springs, rear wing, and the drop front ball joints and the relocated front LCA rear pivot. Really not that different.
This is also the way people should refer to their front 'ride height' instead of fender arch or frame rail measurements, and is independent of tire heights, etc.
Yes, The rear Roll Center is much higher with the PHB.That's gotta be one of the dimensions to ballparks since you don't have the same Howe units.
I didn't mean for the guidelines to be gospel...food for thought and consideration for baseline. The 302S stuff is still with a panhard.
Yes, The rear Roll Center is much higher with the PHB.
That's at the top of the cosrkscrew. Its the transition between left and right so it's basically a short straight section. When you look at it in a straight line it looks like a lot of camber but when you look at it fully loaded it looks about right. I just got some new track pics so let me download them to my work computer and see what we have.Looks like you don't need that much camber from that shot. Got any more? like 3,4,5,6,9,10? And any from the inside of the turn?
Will there be clearance issues if you reduce neg camber?
I've only been to Laguna Seca once with the FakeR since I got the CorteX parts on. Both Ron and I independently decided to reduce our camber after the first session. Both sides on mine were running hotter on the insides 118-123-133...134-129-124. Pressure was good at 33.2 and 33.0 hot for pirelli DH set 27.0 cold@ 60ºF.
This was still shakedown. 2nd day with the new suspension and I was having trouble with the rear grip that day. I didn't mind running pretty loose on the previous track day at Streets, but don't care for a loose car at LS.
Not much higher on mine, but it does rise on right handers. I have it set about level. Which is functionally as low as I can go without relocating things, and works (I think) with how high I keep the RC up front.