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Originally Posted by cantfind1
Have to say John I disagree! You don t need to explain to me the process or what it achieves that's not what I am asking.
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Simply trying to be informative
Quote:
Originally Posted by cantfind1
Corner weighting is essential if you fit coilovers to a car that is going to be used on track, even if you can't get it spot on, which in a right hand drive M3 is virtually impossible (they were designed as a left hand drive car afterall) it will be miles better than if you had not performed the simple corner weighting.
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Fair enough, you're entitled to your opinion, however getting it 'spot on' as you say will change as you change weight in the car, hence its a pointless exercise unless you maintain that as a constant, for most people even on track day cars thats important to know.
Quote:
Originally Posted by cantfind1
You can t just fit coilovers measure the ride height and be done with it if you are going to do any serious driving. End of!
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I believe I said that quite clearly, I even made a seperate post about it, the process of geo is abour camber, toe, castor, trail, height, tyre pressure, dampers, spring settings, spring types etc
Quote:
Originally Posted by cantfind1
This is one of the reasons many people don't use Thorneys anymore, wrong information in my opinion.
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As you say in your opinion, which of course you are entitled to. However, having founded the CSL Cup, won multiple races in it myself (14 seconds last Donington round is still the largest margin of any win this season or last) and running multiple cars both race race winning I'll rely on our credentials.
Take a look at last year, at Donington Park I ran my car on 6 degrees of negative camber, Dan Stringfellow and the others all took the piss in the paddock saying it looked silly, fast forward to now and the whole grid is running 5-6 degrees from last years 3-4 degrees. Dan was having major issues in handling and set up last season, even considering changing suspension, I did three laps of Brands Hatch and suggested stiffer springs and softer damping (which was the exact opposit to what he'd been told by all the self appointed 'experts'). Fast forward to now, he's stuck with Nitron who have redeveloped his suspension with guess what? Stiffer springs and softer damping and hes winning straight away (end of last season he didn't beat me once in last 4 races).
I think I have a rough idea what to do.
My point is that corner weighting on a car where the actual chassis weight displacement will not meaningfully change over the course of its use is very much worth doing, but for 99.99% of all track day cars the range of weight variance that the car will undergo even during an average track day makes the process excessive and there are better things to spend money on to get ultimate track times. If you disagree with that then fine, vive la difference but please dont say I'm wrong, we simply dont agree, thats fair enough.
