CSX3170 gets killed in autox

[Cobra #3170]

Originally Posted by t walgamuth

Well, good luck with it! I have run a lot of autocross on sticky concrete at Grissom and other places but cannot make any suggestions as it appears you know a lot more about what you are doing than I do. Are you allowed spoilers and such in the organization you are running in? Looks like that course had some high speed places where the aero would help a lot.

I'd like to add some spoilers to my cobra but am having trouble thinking how to add it without damaging my very nice paint.

Iv'e been running in X prepared scca so splitters and either spoilers or wings are allowed at rear.

It is allowed and would help but I want to keep the body original, the wheels are the only thing that looks different than original. Since I wrote this I found we ended up with 1 degree too much camber on both ends of the car. Fixing that should help braking and improve times. The big problem is the car is too light for 200 tw tires.

[t walgamuth]

Originally Posted by Cobra #3170

It is allowed and would help but I want to keep the body original, the wheels are the only thing that looks different than original. Since I wrote this I found we ended up with 1 degree too much camber on both ends of the car. Fixing that should help braking and improve times. The big problem is the car is too light for 200 tw tires.

Going for 2 degrees negative?

I am at one and am thinking of going to two and putting in some toe out.

I was running fairly hard on Sunday and my rear tires were in the low nineties and fronts were around 104 degrees. I have the live rear end so they are always equal across the tread in temp.

I imagine I'll get into the 120 range in front and 110 on the rear at grissom on a nice hot day.

[Cobra #3170]

Originally Posted by t walgamuth

Going for 2 degrees negative?

I am at one and am thinking of going to two and putting in some toe out.

I was running fairly hard on Sunday and my rear tires were in the low nineties and fronts were around 104 degrees. I have the live rear end so they are always equal across the tread in temp.

I imagine I'll get into the 120 range in front and 110 on the rear at grissom on a nice hot day.

Bridgestone's like 2.8 D front and 1.8 D rear, when the car is right front and rear pressures gain an equal amount. We are certainly not there yet. We are now logging Steering angle, traction control, throttle angle longitudinal acceleration, lateral acceleration, pitch rate, roll rate, yaw rate and actual roll and pitch in degrees. We have distance traveled, turn radius, engine rpm, and combined accelerations. It is a little overwhelming right now but will be an excellent set up tool when I learn more. For example we had yaw rates of 54 degrees per second which indicates over steer when compared with steering angle. Seems Scott was driving around it because the more we corrected it the faster he went. We are going to try setting the traction control at 300 rpm per .1 second at the drive shaft and see how that works.
Also going to try a taller front tire to see if braking improves.