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GT3 LCAs or adjustable camber plates for -camber?

 
Old 07-09-2019, 07:51 PM
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Default GT3 LCAs or adjustable camber plates for -camber?

I'm new to the Cayman (981S) platform for DE use.
I'd like to get to -2 or -2.5 camber up front.
What's the best way to go on these cars?
Thanks.
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Old 07-10-2019, 08:33 AM
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You can get the camber you want with camber plates. MUCH cheaper option than LCAs. I have Tarett plates on my 981 Cayman giving 2.3 degrees negative camber all around. Excellent for track use (my main use.)
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Old 07-10-2019, 11:28 AM
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Depending on your setup, you may also need caster adjustment. If that's the case, the Tarett cup arms are a solid choice. Be sure to check with your tech.
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Old 07-14-2019, 12:30 PM
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Originally Posted by Pep!RRRR View Post
You can get the camber you want with camber plates. MUCH cheaper option than LCAs. I have Tarett plates on my 981 Cayman giving 2.3 degrees negative camber all around. Excellent for track use (my main use.)
Just installed the Tarett plates as well. Front is maxed out at -2.3. If your good with that, plates are fine.
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Old 07-15-2019, 05:25 AM
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Both will allow you to increase your negative camber however they do it in different ways. The simple answer. Camber plates pull the top of the strut in and thus increase camber while lower control arms essentially push the lower portion of the strut out not only increasing your negative camber but slightly widening your track. I went with GT3 lower control arms on mat 987 Spyder and am very satisfied with the result
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Old 07-15-2019, 10:41 AM
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Originally Posted by f4 plt View Post
Both will allow you to increase your negative camber however they do it in different ways. The simple answer. Camber plates pull the top of the strut in and thus increase camber while lower control arms essentially push the lower portion of the strut out not only increasing your negative camber but slightly widening your track. I went with GT3 lower control arms on mat 987 Spyder and am very satisfied with the result
And I went with Camber Plates on my 987.2 CS TT car. They tuck the top of the tire in a little more and as a bonus cost less. Ideally you would use both LCAĺs for gross camber adj and fine tune with camber plates.

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Old 07-15-2019, 05:47 PM
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You can always use spacers to increase track. My car has -2.3 all around with spacers and camber plates. I find that this gives good even wear with R-compound tires. To run Hoosiers or other slicks you need additional negative camber.
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Old 07-15-2019, 06:52 PM
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A lot of that is going to depend on driving style and tire choice too. I'm at -3.0 front and still wearing the outsides more than insides on track with RE71 at 35 PSI hot. You can raise pressure, lower total grip, and lower wear, or you can raise neg camber. LCA's are better, but more expensive. LCA allows replacement of the rubber bushes with spherical components too, which is great.
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Old 07-15-2019, 07:15 PM
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Mine is a 2012 Spyder set up for auto X more than track and I run 1.6 front and 2.0 rear which gives great turn-in and yet is excellent on the street for long drives. I currently have Brodgesone R 71 on the car and they handle great. The bottom line unless you do something the most negative you can get up front on the stock suspension is around .8 which is not enough. I agree with Hooziers 2++ is recommended
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Old 07-18-2019, 01:17 AM
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Originally Posted by johnwb View Post
I'm new to the Cayman (981S) platform for DE use.
I'd like to get to -2 or -2.5 camber up front.
What's the best way to go on these cars?
Thanks.
I agree that Tarett Cup LCA's certainly provide a number of benefits, camber to -3.0 f and r, increased track width, more accurate turnin due to the solid monoball inner/outer bearings, a solid thurst puck which tunes caster, wheelbase and lighter weight. The only issue is NVH from this setup if used a lot on the street simply because of no rubber insulation to cushion suspension shock. A GT3 LCA setup would work better in that setting, yet still give you up to -3.0 camber with rubber inner, outer bearing and the thrust puck is rubber insulated. Camber plates with monoball bearing due cause much more NVH after a few thousand miles.

The tire wear is actually more about the outer shoulder than the inner shoulder with moderate track useage, even with -2.7 camber f and -2.5 in the rear. So I would not be too concerned about the inner wear from camber.

Last edited by Apex1; 07-18-2019 at 12:19 PM.
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Old 07-18-2019, 09:28 AM
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Originally Posted by johnwb View Post
I'm new to the Cayman (981S) platform for DE use.
I'd like to get to -2 or -2.5 camber up front.
What's the best way to go on these cars?
Thanks.
Its not a simple answer.
The least costly way to achieve target camber angle is camber plates.
If you want more front grip, then LCA's to increase track width. Some LCA's have caster adjustment as well to tune the car's wheelbase length.
If cost isn't a concern, do both, then you can tune track width, caster, wheelbase, and roll center.
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Old 07-18-2019, 03:49 PM
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Thanks for the input from all of you.
Decided to go with GT3 LCAs.
As Tom just mentioned, this allows caster adjustment.

Next will be the DSC module from Tom's company.
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Old 07-18-2019, 10:53 PM
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I run GT3 LCAs on the front of my BS, -2.5 camber, happy with results, I have even front tire wear with 36 psi hot. The car has X73 suspension. I run RE71R tires on OEM 19" wheels and also run 19" Forgelines with 9"/10.5", 255/285 F/R with RE71R. I had the GT3 LCA caster pucks set to give more caster. The balance when running the Forgelines is sublime. I have stock parts on the rear maxed out to -2.25 camber.
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