Change to late offset, or not?
06-02-2009, 01:41 PM
#16
Nordschleife Master
06-02-2009, 01:55 PM
#17
Three Wheelin'
They do, Lindsey Racing Fuchs but...$$$$...
06-02-2009, 02:36 PM
#18
Rennlist Member
I have a late offset 88 parts car and myself and about 6 of my friends all run the early offset.
I would be happy to trade aluminum early everything for the late offset on this 88.
Ed
I would be happy to trade aluminum early everything for the late offset on this 88.
Ed
06-02-2009, 02:43 PM
#19
Nordschleife Master
Thread Starter
Well, let me ask this again.... has anyone ever seen or heard of the early spindles braking?
The only reason I would want to switch at this point is strength. Like I said before, I used the search for a couple of hours the other night, and I could not find anyone that ever had a problem with the early spindles. Granted, they all had NA power, but even on the race cars, no problems.
I'm just wondering if a switch would be needed or not......
The only reason I would want to switch at this point is strength. Like I said before, I used the search for a couple of hours the other night, and I could not find anyone that ever had a problem with the early spindles. Granted, they all had NA power, but even on the race cars, no problems.
I'm just wondering if a switch would be needed or not......
06-02-2009, 03:01 PM
#20
Race Director
I asked Karl at Racers Edge a few years back if he was considering making a billet hub for the early offset cars. His reply: No, 86 turbo spindle is inherently weak and dangerous. It is not a question of if an 86 turbo spindle will fail, but when. And when they fail, your wheel falls off.
Good enough for me.
Good enough for me.
06-02-2009, 03:15 PM
#21
Nordschleife Master
^^ Listen to Sam, he gave me some good advise when I did mine.
I wanted the billet hubs but didn't want the late offset, so I just upgraded to 87+ spindles and fitted camber plates. You could do the same or convert to late offset. Both options will allow you to fit the stock turbo or big brakes.
It's best to do the job once and know you have the "good stuff" in there, especially if you are going for 350hp+ and a no-brainer for track use.
I wanted the billet hubs but didn't want the late offset, so I just upgraded to 87+ spindles and fitted camber plates. You could do the same or convert to late offset. Both options will allow you to fit the stock turbo or big brakes.
It's best to do the job once and know you have the "good stuff" in there, especially if you are going for 350hp+ and a no-brainer for track use.
06-02-2009, 03:42 PM
#22
Nordschleife Master
Thread Starter
So, how does it affect the alignment capability? If the control arms are longer in the late offset car, then the struts have to come put an equal length to make the camber correct. I know you're compensating for this with the camber plates, but do you still have enough adjustment to get a good race alignment, or even a good street alignment? Are you able to get a -3deg camber with that setup? (Does everyone smell what I'm cookin?)
06-04-2009, 05:11 PM
#24
Alright, nix that last question @Camber plates. I had a brain fart...LOL!
From reading the other threads you guys like the early offset with late spindles. Do the camber plates fix the mis-alignment when using early control arms and late spidles?
From reading the other threads you guys like the early offset with late spindles. Do the camber plates fix the mis-alignment when using early control arms and late spidles?
Last edited by xschop; 06-04-2009 at 05:29 PM.
06-04-2009, 06:21 PM
#25
"""""""EDIT: if you compare late offset arms to early offset you will see that the late arms are considerably longer. This translates to 1.1in at the hub.""""""""""
This question is for Magk944. Are you saying that the LATE alloy control arm puts the ball-joint center (that inserts into spindle) exactly 1.1" further out from the EARLY alloy control arm?
This question is for Magk944. Are you saying that the LATE alloy control arm puts the ball-joint center (that inserts into spindle) exactly 1.1" further out from the EARLY alloy control arm?
06-04-2009, 07:17 PM
#26
Nordschleife Master
Thread Starter
xschop, I still the Lexus brake idea with the spindles I have. I would like to keep them.
I want some hard evidence of an early spindle failing. I have heard of ONE hub failing, but I think if you machine the hub correctly, so it fits tight inside the Bosxter S rotor, then it might actually be stronger because the Bosxter rotor will provide added support.
I want some hard evidence of an early spindle failing. I have heard of ONE hub failing, but I think if you machine the hub correctly, so it fits tight inside the Bosxter S rotor, then it might actually be stronger because the Bosxter rotor will provide added support.
06-04-2009, 10:46 PM
#27
The dimensions I posted are exact tolerances to do just that. This is a stronger setup than trying to fit big rotors to the back. I'm still waiting on a reply about the Early and Late control arm ball-joint distances.
06-05-2009, 10:54 AM
#29
Nordschleife Master
06-05-2009, 03:55 PM
#30
late and early
Yes, The picture is a late arm that I copied from the Web, but the dims are from the early arm (85.5) that I have on hand with a fried Ball-joint machined area. I am fabbing up custom control arms and want to know what that LATE dimension is. Thanks.