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I took the Cayman S to a Panoz Track Day at RA last Sunday. Have to admit that I was somewhat surprised at the amount of wheelspin generatedat the exits of turns 7 and 10B. Both are 2nd gear turns, and, as opposed to my Roebling Road experience last month (no wheelspin AND no 2nd gear corners), the inside rear just kept spinning til I let up on the throttle, costing valuable exit speed. I also noticed that, in these situations, Sport mode seemed to make a more difficult job of feathering the throttle in order to avoid the wheelspin. The long and short of it is that this car does seem to need an LSD in order to properly negotiate tracks which include tight 2nd gear turns. Also, and conversely, I can think of no reason that it would ever be needed in normal driving on a public road (barring snow, of course). Sorry to have to report this, as I had previously believed that the LSD would be beneficial butunnecessary.
Edited by - Rick Longano on 05/24/2006 1:47:30 PM
LSD - Limited Slip Differential
A limited slip differential (LSD) is a modified or derived type of differential gear arrangement that allows for some difference in rotational velocity of the output shafts, but does not allow the difference in speed to increase beyond a preset amount. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
The main advantage of a limited slip differential is found by considering the case of a standard (or "open") differential where one wheel has no contact with the ground at all. In such a case, the contacting wheel will remain stationary, and the non-contacting wheel will rotate freely– the torque transmitted will be equal at both wheels, but will not exceed the threshold of torque needed to move the vehicle, thus the vehicle will remain stationary. In everyday use on typical roads, such a situation is very unlikely, and so a normal differential suffices. For more demanding use however, such as driving off-road, or for high performance vehicles, such a state of affairs is undesirable, and the LSD can be employed to deal with it. By limiting the velocity difference between a pair of driven wheels, useful torque can be transmitted as long as there is some friction available on at least one of the wheels.
To see the installation of a LSD style unit Click Here -> Article Forthcoming Stay Tuned
Thanks for that report, Rick! It is also good to see a possible adverse effect of SC throttle map. Posts like yours bring a truly useful perspective, and make this board a useful place!
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Hmm, I never had that problem in a Formula Ford, which has a similar power/weight ratio butmuch better tire/weight. In 7, I always got the carapexed pretty early so as to get on the throttle early. I will have to say I've seen a lot of the ALMS drivers do a less than wonderful job there as well. It seems like some of them just get around the turn and stand on it as soon as they get straightened out.
Is the Cayman set up with a lot of roll stiffness in the rear?
I have to wonder whether increasing the Cayman's HP without an LSD would be a wise move. More HP at the rear wheels is just wasted spinning the inside rear wheel. LSD would be number one on my list ahead of any engine mods or certainly any engine swap.
LSD - Limited Slip Differential
A limited slip differential (LSD) is a modified or derived type of differential gear arrangement that allows for some difference in rotational velocity of the output shafts, but does not allow the difference in speed to increase beyond a preset amount. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
The main advantage of a limited slip differential is found by considering the case of a standard (or "open") differential where one wheel has no contact with the ground at all. In such a case, the contacting wheel will remain stationary, and the non-contacting wheel will rotate freely– the torque transmitted will be equal at both wheels, but will not exceed the threshold of torque needed to move the vehicle, thus the vehicle will remain stationary. In everyday use on typical roads, such a situation is very unlikely, and so a normal differential suffices. For more demanding use however, such as driving off-road, or for high performance vehicles, such a state of affairs is undesirable, and the LSD can be employed to deal with it. By limiting the velocity difference between a pair of driven wheels, useful torque can be transmitted as long as there is some friction available on at least one of the wheels.
To see the installation of a LSD style unit Click Here -> Article Forthcoming Stay Tuned
I notice the inside rearwheel spining in autoxes, not yet at the track. First, I am not pushing the car that much at the track, and second, VIR and Summit Point do not that tight corners. However, you can certain feel the lack of LSD in some situations.
At the same time, I don't think I would consider putting an LSD until I feel comfortable agressively trail braking and powering out full force consistently each corner. I better not improve my driving that much for the next year so [img]/fckeditor/editor/images/smiley/MWPX/teeth_smile.gif[/img]
Edited by - FT on 05/27/2006 09:45:17 AM
LSD - Limited Slip Differential
A limited slip differential (LSD) is a modified or derived type of differential gear arrangement that allows for some difference in rotational velocity of the output shafts, but does not allow the difference in speed to increase beyond a preset amount. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
The main advantage of a limited slip differential is found by considering the case of a standard (or "open") differential where one wheel has no contact with the ground at all. In such a case, the contacting wheel will remain stationary, and the non-contacting wheel will rotate freely– the torque transmitted will be equal at both wheels, but will not exceed the threshold of torque needed to move the vehicle, thus the vehicle will remain stationary. In everyday use on typical roads, such a situation is very unlikely, and so a normal differential suffices. For more demanding use however, such as driving off-road, or for high performance vehicles, such a state of affairs is undesirable, and the LSD can be employed to deal with it. By limiting the velocity difference between a pair of driven wheels, useful torque can be transmitted as long as there is some friction available on at least one of the wheels.
To see the installation of a LSD style unit Click Here -> Article Forthcoming Stay Tuned
It seems odd that Rick was getting that much wheelspin at Road A. The Cayman S put up a stellar time at the Nurburgring, and that place is full of tight and bumpy corners.
I even get wheelspin with my Tip coming out of turn 9 at Phoenix International Raceway. That's a tight 2nd gear corner going from the infield back onto the oval section. Exiting Nascar turn 4 onto the front straight is where the Tip really hurts. Trying to accelerate from 100+ to the end of the straight is much slower than I would like. The handling in th infield section helps make up for lack of tranny/ & horsepower.
Linear Mode
