Sup w/them 2024 Fall Projects?
#3047
#3049
#3050
#3051
The pumps are not the most robust. Not sure they'd survive the exhaust heat even with thermal wrap. The line for the Evap canister (only found on usdm cars) is also exactly the same 5/16" hard line as the factory ACD. That's because it is the same line that JDM/eudm cars use for their rear mounted ACD. Mitsu were just reusing it for the Evap setup.
#3054
true, but it will throw the error and shut down the pump. It is quite sensitive to fluid viscosity and if the tolerances get a bit loose, plus hot thin fluid, it will loose the pressure. I really would not run it anywhere near the exhaust.
#3055
i am pretty sure my superpro bushings (lca donut) are on their way out. has anyone had any luck with the whiteline kca469s? more or less a similar part. i've seen the kca400m, but wary of the nvh increase.
#3056
#3057
#3058
So interesting testing this weekend. We had some really tight corners with digs and I was struggling hard with getting power down on exit with hopping. I have had a few ideas lately of another cause of corner exit and testing this weekend was good learning along with bringing up new questions and thoughts.
Ok, here is my idea of what at least my car is doing. Around apex, Im getting back on throttle heavily which I can do cause my rear diff is extra spicy. I most definitely have inside rear in the air and depending how tight the corner is, it can be very high. When I get on throttle the outside rear slips and lets the inside slam down which has a sudden increase in grip stopping the slide. That sudden increase in grip lets the outside catch and re-lift the inside along rebound pulling it up. That continues till the lateral load doesnt allow the outside to slip.
So the goal needs to be to lift a tire off throttle but have it quickly but gently set back down on throttle so both rear wheels are doing work and not lifting on throttle.
Over the weekend I dropped rear bar rate but before thinking about rebound potentially being a cause I was increasing to compensate trying to keep entry balance. The bar change was pretty much un noticed but the rebound definitely made hopping worse everywhere. I was like 2/24 clicks from full on the flags. So I dropped -12 from full rebound and the change was dramatic. Car was rotating under throttle but pretty much no feel change off throttle.
On my list of internal questions.
Next Steps:
Ok, here is my idea of what at least my car is doing. Around apex, Im getting back on throttle heavily which I can do cause my rear diff is extra spicy. I most definitely have inside rear in the air and depending how tight the corner is, it can be very high. When I get on throttle the outside rear slips and lets the inside slam down which has a sudden increase in grip stopping the slide. That sudden increase in grip lets the outside catch and re-lift the inside along rebound pulling it up. That continues till the lateral load doesnt allow the outside to slip.
So the goal needs to be to lift a tire off throttle but have it quickly but gently set back down on throttle so both rear wheels are doing work and not lifting on throttle.
Over the weekend I dropped rear bar rate but before thinking about rebound potentially being a cause I was increasing to compensate trying to keep entry balance. The bar change was pretty much un noticed but the rebound definitely made hopping worse everywhere. I was like 2/24 clicks from full on the flags. So I dropped -12 from full rebound and the change was dramatic. Car was rotating under throttle but pretty much no feel change off throttle.
On my list of internal questions.
- How do keep minimal wheel lift off throttle, minimal rebound, but also have lift rotation?
- Can I drop rear bar a lot more to the point rear rebound can be increased for entry but have less effect on exit?
- Will bumping front rebound help with inside rear drop rate (if one corner goes down the other must come up)?
- Will Toe-in help with the outside rear slip/hop?
Next Steps:
- Put in softer bar that is similar at full stiff than current bar at full soft to play with going even softer
- Add 1/8" toe-in. Currently at 0.
- Play with significantly increased front rebound
#3059
Dallas have you tried trial & error using delrin packing with your bump rubber on the front shocks
to find the sweet spot of when to stop front diagonal nose dive ? Your tyre psi is the last cusion.
to find the sweet spot of when to stop front diagonal nose dive ? Your tyre psi is the last cusion.
#3060
Im also pretty against using something like bump stops for controlling roll because they dont act like a spring and create step loading and in the front we definitely dont want that. Bump stops are great for saving things in a big bump but usually non-linear and naturally over damped.