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I had new 996 GT3 lower control arms, a new 997 GT3 front sway bar, and new Hoosier A6's to go with my quaife unit already installed. That may sound like a lot of equipment, but it really just amounts to adding decent negative camber in front, a TBD, and good tires to our cars (I really haven't dialed in the sway bar yet).
The result? I ran as fast as the FM cars- those are little open-wheeled mini-formula 1-looking jobs that aren't street legal. Only a cm car (similar formula-car-non-street-legal layout, don't know the differences compared to fm cars) with a national champ driver beat me. Nothing with doors beat me. Other drivers included aces who go to divisionals and nationals too.
Whoo-hoo!
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
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996 GT3 lower control arms at all corners
997 GT3 front sway bar
Tarett rear toe links
Quaife TBD
DMC harness bar/G-force harness
Wpmjr - thanks for sharing this with us!
It has been asked previously, but I have not seen the answer, so I apologize in advance if this is redundant - could you please provide the Porsche part numbers for the lower control arms and the sway bar that you have installed?
Thank you very much!
Best,
wurlie
1. Use your original diagonal control arm that attaches to the lower control arm, but shim it with cheap washers equally on top and bottom to make up for the difference in the thickness of the mounting point on the new LCA.
2. You may need to get more or less LCA shims, depending on what you are after.
3. The sway bar requires adjustable links to fit our cars- I made my stock pair into adjustables, but you may want to find aftermarket units.
4. LCA parts: $640, Sway bar parts: $150
5. You will need an alignment after this! The car will be unpleasant and dangerous to drive without it.
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996 GT3 lower control arms at all corners
997 GT3 front sway bar
Tarett rear toe links
Quaife TBD
DMC harness bar/G-force harness
I had a blast on Sunday at the AX...I ran as fast as the FM cars...Only a cm car (similar formula-car-non-street-legal layout, don't know the differences compared to fm cars) with a national champ driver beat me. Nothing with doors beat me...
Way to go! I need that stuff... Did you run in ASP?
