STR Prep - Suspension and Alignment
#1
Thread Starter
STR Prep - Suspension and Alignment
=============== STR Threads ===============
STR Prep - Suspension and Alignment
STR Prep - Shock / Damper and Springs Discussion
STR Prep - Differential Discussion
STR Prep - ECU and Tuning Discusson
STR Prep - Wheels and Tires
STR Prep - Exhuast (tip to tail)
STR Prep - Weight Reduction
STR Prep - Sway Bars
SCCA Solo - STR Rules Discussion ---> (Debate rules and proposals here...)
STR Prep - AP1 vs AP2v1 vs AP2v2 vs CR
STR Prep - Intake • from DIY to Mugen
STR Engine Mounts
=============== STR Threads ===============
What alignment do you use? Include weight, springs, ride height, sway bars. Shocks will be covered in another thread.
UPDATED 9/11/12
Car: 2003 S2000 AP1
Weight: 2650 lbs with 1/2 tank
Shocks: Penske 8300
Shock Body Length (lower bolt center to top of body/shaft bearing see photo below): Front = stock " --- Rear = 10.5"
Valving: OTS from Penske tables
Pistons: Compression - digressive --- Rebound - Linear
Springs: Hyperco 7" 950f/ 8" 750r
Front Sway Bar: Comptech Adjustable on full stiff (~900 lb/in)
Rear Sway Bar: 2006 MX-5 Front Bar with stock MX-5 bushings
Ride height: 12.25"f/12.5"r hub center to metal fender edge
Tires: 255 square Hankook RS3
Wheels: 949 Racing 6ULR 17x9
Alignment
Front Toe: 0.0 in
Front Camber: -3.0 deg
Caster: 5 deg
Rear Toe: -5/16"
Rear Camber: -2.6 deg
Bushings: OEM
STR Prep - Suspension and Alignment
STR Prep - Shock / Damper and Springs Discussion
STR Prep - Differential Discussion
STR Prep - ECU and Tuning Discusson
STR Prep - Wheels and Tires
STR Prep - Exhuast (tip to tail)
STR Prep - Weight Reduction
STR Prep - Sway Bars
SCCA Solo - STR Rules Discussion ---> (Debate rules and proposals here...)
STR Prep - AP1 vs AP2v1 vs AP2v2 vs CR
STR Prep - Intake • from DIY to Mugen
STR Engine Mounts
=============== STR Threads ===============
What alignment do you use? Include weight, springs, ride height, sway bars. Shocks will be covered in another thread.
UPDATED 9/11/12
Car: 2003 S2000 AP1
Weight: 2650 lbs with 1/2 tank
Shocks: Penske 8300
Shock Body Length (lower bolt center to top of body/shaft bearing see photo below): Front = stock " --- Rear = 10.5"
Valving: OTS from Penske tables
Pistons: Compression - digressive --- Rebound - Linear
Springs: Hyperco 7" 950f/ 8" 750r
Front Sway Bar: Comptech Adjustable on full stiff (~900 lb/in)
Rear Sway Bar: 2006 MX-5 Front Bar with stock MX-5 bushings
Ride height: 12.25"f/12.5"r hub center to metal fender edge
Tires: 255 square Hankook RS3
Wheels: 949 Racing 6ULR 17x9
Alignment
Front Toe: 0.0 in
Front Camber: -3.0 deg
Caster: 5 deg
Rear Toe: -5/16"
Rear Camber: -2.6 deg
Bushings: OEM
#2
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Join Date: May 2011
Location: New Orleans
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Im about the same as everyone else.
Car: 2000 S2000 AP1
Weight: (est) 2700 lbs
Ride height: 13"f/13.5"r hub center to metal fender edge
Springs: 671f/520r
Front Bar: Eibach 32mm full stiff
Rear Bar: None
Alignment: -2.0f, -2.4r camber, 0" toe front, 1/8" rear toe, max caster front
Tires: 255 square Hankook RS3
Wheels: 949 Racing 6ULR 17x9 +63, with 3mm spacer in front.
Car: 2000 S2000 AP1
Weight: (est) 2700 lbs
Ride height: 13"f/13.5"r hub center to metal fender edge
Springs: 671f/520r
Front Bar: Eibach 32mm full stiff
Rear Bar: None
Alignment: -2.0f, -2.4r camber, 0" toe front, 1/8" rear toe, max caster front
Tires: 255 square Hankook RS3
Wheels: 949 Racing 6ULR 17x9 +63, with 3mm spacer in front.
#3
Okay, here are my settings that worked quite well at the Blytheville Tri-State Tour:
Car: 2001 S2000 AP1
Weight: ????
Ride height: ~13 1/8"F/~12 3/4"R - hub center to metal fender edge
Springs: 800F/400R
Front Bar: Gendron with custom 1.375 Hollow 5 out of 6 (almost full stiff)
Rear Bar: 2006 MX-5 Base FSB
Alignment:
Wheels: 949 Racing 6ULR 17x9
I'm ready for the flames on the spring rate, but it works GREAT for me and my co-driver.
-Dave
Car: 2001 S2000 AP1
Weight: ????
Ride height: ~13 1/8"F/~12 3/4"R - hub center to metal fender edge
Springs: 800F/400R
Front Bar: Gendron with custom 1.375 Hollow 5 out of 6 (almost full stiff)
Rear Bar: 2006 MX-5 Base FSB
Alignment:
Front
Toe Left 0 | Right 0
Camber Left -3.1 | Right -2.6
Caster Left 4.9 | Right 6.6
Rear
Toe Left .18 | Right .18 (toe in)
Camber Left -3.1 | Right -3.0
Tires: 255 square Hankook RS3 (36F/33R psi)Toe Left 0 | Right 0
Camber Left -3.1 | Right -2.6
Caster Left 4.9 | Right 6.6
Rear
Toe Left .18 | Right .18 (toe in)
Camber Left -3.1 | Right -3.0
Wheels: 949 Racing 6ULR 17x9
I'm ready for the flames on the spring rate, but it works GREAT for me and my co-driver.
-Dave
#4
Okay, here are my settings that worked quite well at the Blytheville Tri-State Tour:
Car: 2001 S2000 AP1
Weight: ????
Ride height: ~13 1/8"F/~12 3/4"R - hub center to metal fender edge
Springs: 800F/400R
Front Bar: Gendron with custom 1.375 Hollow 5 out of 6 (almost full stiff)
Rear Bar: 2006 MX-5 Base FSB
Alignment:
Wheels: 949 Racing 6ULR 17x9
I'm ready for the flames on the spring rate, but it works GREAT for me and my co-driver.
-Dave
Car: 2001 S2000 AP1
Weight: ????
Ride height: ~13 1/8"F/~12 3/4"R - hub center to metal fender edge
Springs: 800F/400R
Front Bar: Gendron with custom 1.375 Hollow 5 out of 6 (almost full stiff)
Rear Bar: 2006 MX-5 Base FSB
Alignment:
Front
Toe Left 0 | Right 0
Camber Left -3.1 | Right -2.6
Caster Left 4.9 | Right 6.6
Rear
Toe Left .18 | Right .18 (toe in)
Camber Left -3.1 | Right -3.0
Tires: 255 square Hankook RS3 (36F/33R psi)Toe Left 0 | Right 0
Camber Left -3.1 | Right -2.6
Caster Left 4.9 | Right 6.6
Rear
Toe Left .18 | Right .18 (toe in)
Camber Left -3.1 | Right -3.0
Wheels: 949 Racing 6ULR 17x9
I'm ready for the flames on the spring rate, but it works GREAT for me and my co-driver.
-Dave
Not flamming, but a few questions about your spring rates. Have you run the car with higher rates in the rear (650+)? If so, what is the difference in handling for your surfaces compared to the softer rear springs? Is the car pushy/tight? Any bottoming out issues?
I am very curious, I was thinking a softer rear spring after I run the current norm for STR, I ordered 800/700 to start. I have my suspension on order, Penske 8300's, and should have them by next week, and hoping to run them at the end of this month, if all goes well.
#5
Registered User
#6
Not flamming, but a few questions about your spring rates. Have you run the car with higher rates in the rear (650+)? If so, what is the difference in handling for your surfaces compared to the softer rear springs? Is the car pushy/tight? Any bottoming out issues?
I am very curious, I was thinking a softer rear spring after I run the current norm for STR, I ordered 800/700 to start. I have my suspension on order, Penske 8300's, and should have them by next week, and hoping to run them at the end of this month, if all goes well.
I am very curious, I was thinking a softer rear spring after I run the current norm for STR, I ordered 800/700 to start. I have my suspension on order, Penske 8300's, and should have them by next week, and hoping to run them at the end of this month, if all goes well.
My co-driver, Mark, just came from developing a Miata for STS and decided that we would go further away from the S2Ki norm. We went closer to what he and another very well sorted Miata owner were doing with spring rates. This is how we landed with 800/400 and we threw on the MX5 FSB on the rear (BTW, Mark was the 1st to try this as he just took his MX5 FSB off which looked very similar to our RSB).
The car was very good in the quick transitions, but did have the tendency to push in the sweepers. This did allow me to drive it more like I did in the stock class and the downshifts to 1st were beautiful. The push at Nats sucked and had a hard time getting on the throttle when I wanted.
After this, we (really Mark) changed the ride height (lowered the front and raised the rear to the settings above) and added more rear toe-in. Unfortunately/fortunately, the left/front shock rebound got stuck on a wet/soft setting .5 turn from full soft vs. the typical full firm (2.75 turns). This addressed the push in a big way. In fact, I was doing some counter steering, which really wasn't happening much before. Here is a video showing how it was handling on day 1 at the Blytheville Tri-State NT.
[media]http://www.youtube.com/watch?v=obs43zCI5_Q[/media]
As of bottoming out, I've only heard rubbing in the front... nothing in the back.
Hope this helps in some way. It will be interesting if others decide to try a bigger stagger and have success with it... or not.
-Dave
#7
-D
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#8
Car: 2006 S2000 AP2
Weight: 2750 lbs
Ride height: 13.0"f/12.9"r hub center to metal fender edge
Springs: 850f/700r
Front Bar: Gendron 1.25"x0.25" @6
Rear Bar: stock
Alignment: -2.6f, -2.4r camber, 0" toe front, 1/4" rear toe
Tires: 255 square Hankook RS3 @35psi or 255 square Dunlop Z1* @35psi
Wheels: 949 Racing 6ULR 17x9
Differential: stock Torsen
Bushings: OEM, Mugen front compliance bushing, J's S1
From my last setup I increased camber from -2.4f, -2.2r to -2.6f, -2.4r with a corresponding spring change from 850f/750r to 850f/700r to try and increase lateral grip. I'm not convinced it is any faster. Though the car is well balanced in the corners, acceleration grip was compromised. I tried to supplement the increased rear camber with less spring rate, but I think it is harder to accelerate. The rear is more finicky under power. It feels really balanced in the corners. At this point I will either decrease rear camber, decrease rear spring rate, or add a differential.
Weight: 2750 lbs
Ride height: 13.0"f/12.9"r hub center to metal fender edge
Springs: 850f/700r
Front Bar: Gendron 1.25"x0.25" @6
Rear Bar: stock
Alignment: -2.6f, -2.4r camber, 0" toe front, 1/4" rear toe
Tires: 255 square Hankook RS3 @35psi or 255 square Dunlop Z1* @35psi
Wheels: 949 Racing 6ULR 17x9
Differential: stock Torsen
Bushings: OEM, Mugen front compliance bushing, J's S1
From my last setup I increased camber from -2.4f, -2.2r to -2.6f, -2.4r with a corresponding spring change from 850f/750r to 850f/700r to try and increase lateral grip. I'm not convinced it is any faster. Though the car is well balanced in the corners, acceleration grip was compromised. I tried to supplement the increased rear camber with less spring rate, but I think it is harder to accelerate. The rear is more finicky under power. It feels really balanced in the corners. At this point I will either decrease rear camber, decrease rear spring rate, or add a differential.
#9
Car: 2000 S2000 AP1
Weight: ~2650 lbs
Ride height: 12.875"f/12.75"r hub center to metal fender edge
Springs: 900f/800r
Front Bar: Modified Saner (4 adjustment holes) on full soft
Rear Bar: none
Alignment: -2.9f, -2.8r camber, 0" toe front, 1/4" rear toe
Tires: 255 square Hankook RS3 for warm weather, 255 square Star Specs for cold/wet
Wheels: 949 Racing 6ULR 17x9
Bushings: OEM (98k miles)
Camber kit: J's Racing S2
Differential: OE torsen
The car feels quite neutral with this setup for my driving style. It's fairly easy to toss around, stays well behaved in slaloms and offsets and can put power down well at corner exit. I had an NC FSB on the rear at the 2011 nats, which worked well on the east course because it made the car easier to rotate. It was disadvantageous on the west course and should have been disconnected between the two days.
I am likely going to try stiffening the FSB to the next setting (or 2 settings stiffer) and reconnecting the NC FSB in the rear. The goal of this would be to further improve the transitional response of the chassis without affecting the front-rear roll stiffness balance.
Weight: ~2650 lbs
Ride height: 12.875"f/12.75"r hub center to metal fender edge
Springs: 900f/800r
Front Bar: Modified Saner (4 adjustment holes) on full soft
Rear Bar: none
Alignment: -2.9f, -2.8r camber, 0" toe front, 1/4" rear toe
Tires: 255 square Hankook RS3 for warm weather, 255 square Star Specs for cold/wet
Wheels: 949 Racing 6ULR 17x9
Bushings: OEM (98k miles)
Camber kit: J's Racing S2
Differential: OE torsen
The car feels quite neutral with this setup for my driving style. It's fairly easy to toss around, stays well behaved in slaloms and offsets and can put power down well at corner exit. I had an NC FSB on the rear at the 2011 nats, which worked well on the east course because it made the car easier to rotate. It was disadvantageous on the west course and should have been disconnected between the two days.
I am likely going to try stiffening the FSB to the next setting (or 2 settings stiffer) and reconnecting the NC FSB in the rear. The goal of this would be to further improve the transitional response of the chassis without affecting the front-rear roll stiffness balance.
#10
Car: 2000 S2000 AP1
Weight: ~2650 lbs
Ride height: 12.875"f/12.75"r hub center to metal fender edge
Springs: 900f/800r
Front Bar: Modified Saner (4 adjustment holes) on full soft
Rear Bar: none
Alignment: -2.9f, -2.8r camber, 0" toe front, 1/4" rear toe
Tires: 255 square Hankook RS3 for warm weather, 255 square Star Specs for cold/wet
Wheels: 949 Racing 6ULR 17x9
Bushings: OEM (98k miles)
Camber kit: J's Racing S2
Differential: OE torsen
The car feels quite neutral with this setup for my driving style. It's fairly easy to toss around, stays well behaved in slaloms and offsets and can put power down well at corner exit. I had an NC FSB on the rear at the 2011 nats, which worked well on the east course because it made the car easier to rotate. It was disadvantageous on the west course and should have been disconnected between the two days.
I am likely going to try stiffening the FSB to the next setting (or 2 settings stiffer) and reconnecting the NC FSB in the rear. The goal of this would be to further improve the transitional response of the chassis without affecting the front-rear roll stiffness balance.
Weight: ~2650 lbs
Ride height: 12.875"f/12.75"r hub center to metal fender edge
Springs: 900f/800r
Front Bar: Modified Saner (4 adjustment holes) on full soft
Rear Bar: none
Alignment: -2.9f, -2.8r camber, 0" toe front, 1/4" rear toe
Tires: 255 square Hankook RS3 for warm weather, 255 square Star Specs for cold/wet
Wheels: 949 Racing 6ULR 17x9
Bushings: OEM (98k miles)
Camber kit: J's Racing S2
Differential: OE torsen
The car feels quite neutral with this setup for my driving style. It's fairly easy to toss around, stays well behaved in slaloms and offsets and can put power down well at corner exit. I had an NC FSB on the rear at the 2011 nats, which worked well on the east course because it made the car easier to rotate. It was disadvantageous on the west course and should have been disconnected between the two days.
I am likely going to try stiffening the FSB to the next setting (or 2 settings stiffer) and reconnecting the NC FSB in the rear. The goal of this would be to further improve the transitional response of the chassis without affecting the front-rear roll stiffness balance.