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1 pointSomething like diffuser i'd prefer even before agressive wing, as something hurting drag less. And if upping rear downforce, for balance sake i'd wish to add front splitter for front downforce too. And btw, some extra rear toe-in won't help a bit for more stable rear?
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1 point
Ideal operating temperature
matrixprotein reacted to spikyone for a post in a topic
I remember when I thought I wouldn't take mine on track 😂 -
1 pointEarlier car spring rates around 2/3kg. The spring rates on later cars are a bit lower, though IIRC they increased the ARB's to compensate. The better ride and especially the refinement is affected by the chassis reinforcements to later cars which reduced NVH. Probably a couple of hundred for installation and around £100 for alignment. It's not really an upgrade and you may want to get the ARB's as well.
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1 point
Ideal operating temperature
matrixprotein reacted to Lauren for a post in a topic
Around 90-100C. I've noticed it's quite easy to get it to 120C with spirited driving on the road. I have found on track it will get over 125C after a couple of laps. Really you don't want to go over 130C, but it does seem to stabilise around 125C. If you're going on track an oil cooler is a good idea, on the road I'm not convinced it's needed. -
1 point
Ideal operating temperature
matrixprotein reacted to nerdstrike for a post in a topic
In the standard car, steady-state coolant is usually in the low-mid-80s I believe, rising up to 105 which is about as high as it shouild get with out it being a concern. Oil tracks coolant except under duress when it can rise well above, with the perceived wisdom round here to be a max of 130 before cooldown is essential. With a turbo at stake, you might want to keep it lower still.