Anyone using exe-tc shocks
09-02-2011, 06:38 PM
#31
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This ride comfort linked to immpecable handling is exactly why I want this in my GT3. My car is used on the UK and Europe's lumpy cambered back roads and this sounds perfect, cross country weapon
09-02-2011, 07:48 PM
#32
Rennlist Member
Best conventional aftermarket dampers I ever tried were British...Spax 10 ways on my old Xerati in college days —*so I am always interested in Brit shocks.
Of course, I've tried some brilliant revalved Bilsteins and then been ruined by well set up/genius-level Motons, JRZs, etc since then —*but the Brits earned my attention when it comes to dampers a long time ago. They have those kind of roads that dictate good damping, and expose poor damping.
Chris Harris' test from Sebring appears in the next issue, November 2011 due out in mid-September (I know...).
pete
Of course, I've tried some brilliant revalved Bilsteins and then been ruined by well set up/genius-level Motons, JRZs, etc since then —*but the Brits earned my attention when it comes to dampers a long time ago. They have those kind of roads that dictate good damping, and expose poor damping.
Chris Harris' test from Sebring appears in the next issue, November 2011 due out in mid-September (I know...).
pete
09-02-2011, 11:04 PM
#33
Nordschleife Master
Best conventional aftermarket dampers I ever tried were British...Spax 10 ways on my old Xerati in college days —*so I am always interested in Brit shocks.
Of course, I've tried some brilliant revalved Bilsteins and then been ruined by well set up/genius-level Motons, JRZs, etc since then —*but the Brits earned my attention when it comes to dampers a long time ago. They have those kind of roads that dictate good damping, and expose poor damping.
Chris Harris' test from Sebring appears in the next issue, November 2011 due out in mid-September (I know...).
pete
Of course, I've tried some brilliant revalved Bilsteins and then been ruined by well set up/genius-level Motons, JRZs, etc since then —*but the Brits earned my attention when it comes to dampers a long time ago. They have those kind of roads that dictate good damping, and expose poor damping.
Chris Harris' test from Sebring appears in the next issue, November 2011 due out in mid-September (I know...).
pete
When I can afford it my car goes to AutoQuest for extec and a cartronic shifter
09-05-2011, 08:46 PM
#34
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Hi Guys,
Exe-tc 3 way adjustable suspension with Rally valving which is what you would need for Targa Newfoundland is $10,000 for the complete set including the progressive springs. If you would like more detailed information please pm me. Here's one more photo for you guys! Enjoy.
Exe-tc 3 way adjustable suspension with Rally valving which is what you would need for Targa Newfoundland is $10,000 for the complete set including the progressive springs. If you would like more detailed information please pm me. Here's one more photo for you guys! Enjoy.
Thanks, and great pics!
09-05-2011, 09:56 PM
#35
Nordschleife Master
09-07-2011, 05:28 AM
#36
As is always the case, we never actually thought about putting Exe-tc on a 997, it just sort-of-happened. Some of you might remember a green '71 ST Replica I had a few years back - that had some Exe-tc suspension because Tuthills, who developed the car, use the company for its Safari Rally suspension. And I couldn't really think of a better starting point than that.
At the same time we were wrestling with a standard 2006 GT3 Cup car at the VLN championship at the 'Ring. It was airborne about 20 times on the track, and we needed to sort it: choice was either the popular KW off-the-shelf stuff, or having a go at developing something from scratch with Graham Gleeson from Exe-tc. Have to say that of all the things I've been lucky enough to do in this job: messing about with Graham and learning about car set-up has been the most absorbing and illuminating experience so far. Turns out, I didn't know squat before I met him.
What we have now is a full-race set-up for a Cup car. 3-way adjustable running complete bearing kit and used with factory Michelin Slick and Wet tyre. It's given us Top 10 finishes in VLN races (despite being, ahem, a little down on power next to the german cars) and at this years N24 the Exe-tc car was the highest placed 3.6 Cup car, only one 3.8 beat us.
The philosophy is simple: make the car absorb bumps, extract more mechanical grip from the tyres and, most importantly, give the driver confidence. Graham is obsessed with giving drivers confidence.
How does that manifest itself on a street/track-day machine? Much more supple ride, less tendency to follow cambers, more fluid steering.
It's a big philosophical change over a standard GT car, because at first you can think the car is too soft and lazy, but the lap-times speak for themselves. Anyone who has seen Gavin's car being launched over the kerbs at Sebring will know what I mean.
Graham is a friend, I have been involved in the development process on road and track. I can't really be more transparent than that.
Handling is still a subjective topic. Some people like a car busy, nervous, crashing over bumps and kart-like. I don't, especially on the road. I like suppleness and being isolated from stuff that might deflect a car that's too stiff. I also like telling people that the damper internals on my Porsche are the same as the ones that Sebastian Loeb used to win several World Rally Championships.
But I'm a bit sad like that.
Best to all - hope to come to the US again soon.
At the same time we were wrestling with a standard 2006 GT3 Cup car at the VLN championship at the 'Ring. It was airborne about 20 times on the track, and we needed to sort it: choice was either the popular KW off-the-shelf stuff, or having a go at developing something from scratch with Graham Gleeson from Exe-tc. Have to say that of all the things I've been lucky enough to do in this job: messing about with Graham and learning about car set-up has been the most absorbing and illuminating experience so far. Turns out, I didn't know squat before I met him.
What we have now is a full-race set-up for a Cup car. 3-way adjustable running complete bearing kit and used with factory Michelin Slick and Wet tyre. It's given us Top 10 finishes in VLN races (despite being, ahem, a little down on power next to the german cars) and at this years N24 the Exe-tc car was the highest placed 3.6 Cup car, only one 3.8 beat us.
The philosophy is simple: make the car absorb bumps, extract more mechanical grip from the tyres and, most importantly, give the driver confidence. Graham is obsessed with giving drivers confidence.
How does that manifest itself on a street/track-day machine? Much more supple ride, less tendency to follow cambers, more fluid steering.
It's a big philosophical change over a standard GT car, because at first you can think the car is too soft and lazy, but the lap-times speak for themselves. Anyone who has seen Gavin's car being launched over the kerbs at Sebring will know what I mean.
Graham is a friend, I have been involved in the development process on road and track. I can't really be more transparent than that.
Handling is still a subjective topic. Some people like a car busy, nervous, crashing over bumps and kart-like. I don't, especially on the road. I like suppleness and being isolated from stuff that might deflect a car that's too stiff. I also like telling people that the damper internals on my Porsche are the same as the ones that Sebastian Loeb used to win several World Rally Championships.
But I'm a bit sad like that.
Best to all - hope to come to the US again soon.
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09-07-2011, 11:09 AM
#37
The Man himself. Chris, welcome and by the way, LOVE your work. Sorry to sound like a gushing schoolgirl, but 'I'm a bit sad like that'. 
09-07-2011, 12:29 PM
#39
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As is always the case, we never actually thought about putting Exe-tc on a 997, it just sort-of-happened. Some of you might remember a green '71 ST Replica I had a few years back - that had some Exe-tc suspension because Tuthills, who developed the car, use the company for its Safari Rally suspension. And I couldn't really think of a better starting point than that.
At the same time we were wrestling with a standard 2006 GT3 Cup car at the VLN championship at the 'Ring. It was airborne about 20 times on the track, and we needed to sort it: choice was either the popular KW off-the-shelf stuff, or having a go at developing something from scratch with Graham Gleeson from Exe-tc. Have to say that of all the things I've been lucky enough to do in this job: messing about with Graham and learning about car set-up has been the most absorbing and illuminating experience so far. Turns out, I didn't know squat before I met him.
What we have now is a full-race set-up for a Cup car. 3-way adjustable running complete bearing kit and used with factory Michelin Slick and Wet tyre. It's given us Top 10 finishes in VLN races (despite being, ahem, a little down on power next to the german cars) and at this years N24 the Exe-tc car was the highest placed 3.6 Cup car, only one 3.8 beat us.
The philosophy is simple: make the car absorb bumps, extract more mechanical grip from the tyres and, most importantly, give the driver confidence. Graham is obsessed with giving drivers confidence.
How does that manifest itself on a street/track-day machine? Much more supple ride, less tendency to follow cambers, more fluid steering.
It's a big philosophical change over a standard GT car, because at first you can think the car is too soft and lazy, but the lap-times speak for themselves. Anyone who has seen Gavin's car being launched over the kerbs at Sebring will know what I mean.
Graham is a friend, I have been involved in the development process on road and track. I can't really be more transparent than that.
Handling is still a subjective topic. Some people like a car busy, nervous, crashing over bumps and kart-like. I don't, especially on the road. I like suppleness and being isolated from stuff that might deflect a car that's too stiff. I also like telling people that the damper internals on my Porsche are the same as the ones that Sebastian Loeb used to win several World Rally Championships.
But I'm a bit sad like that.
Best to all - hope to come to the US again soon.
At the same time we were wrestling with a standard 2006 GT3 Cup car at the VLN championship at the 'Ring. It was airborne about 20 times on the track, and we needed to sort it: choice was either the popular KW off-the-shelf stuff, or having a go at developing something from scratch with Graham Gleeson from Exe-tc. Have to say that of all the things I've been lucky enough to do in this job: messing about with Graham and learning about car set-up has been the most absorbing and illuminating experience so far. Turns out, I didn't know squat before I met him.
What we have now is a full-race set-up for a Cup car. 3-way adjustable running complete bearing kit and used with factory Michelin Slick and Wet tyre. It's given us Top 10 finishes in VLN races (despite being, ahem, a little down on power next to the german cars) and at this years N24 the Exe-tc car was the highest placed 3.6 Cup car, only one 3.8 beat us.
The philosophy is simple: make the car absorb bumps, extract more mechanical grip from the tyres and, most importantly, give the driver confidence. Graham is obsessed with giving drivers confidence.
How does that manifest itself on a street/track-day machine? Much more supple ride, less tendency to follow cambers, more fluid steering.
It's a big philosophical change over a standard GT car, because at first you can think the car is too soft and lazy, but the lap-times speak for themselves. Anyone who has seen Gavin's car being launched over the kerbs at Sebring will know what I mean.
Graham is a friend, I have been involved in the development process on road and track. I can't really be more transparent than that.
Handling is still a subjective topic. Some people like a car busy, nervous, crashing over bumps and kart-like. I don't, especially on the road. I like suppleness and being isolated from stuff that might deflect a car that's too stiff. I also like telling people that the damper internals on my Porsche are the same as the ones that Sebastian Loeb used to win several World Rally Championships.
But I'm a bit sad like that.
Best to all - hope to come to the US again soon.
Will you put them on your 4.0?
Best
09-07-2011, 03:25 PM
#40
Nordschleife Master
For those of you looking for Exe-tec, Gavin's car was the one Chris Haris was doing the test data with at Sebring.
Trakcar, Jenk12m, ATLFaher were there that day too
Trakcar, Jenk12m, ATLFaher were there that day too
09-12-2011, 02:23 PM
#45
Rennlist Member
We visited Sebring to stalk Chris that day at Sebring, but we were invited ;-)
Chris, thanks for posting here:thumup:
Gavin car handles very well.
The new RS feels already softer then the .1, a bit unsetteling when I got the car, but it sticks much better and lets you play with the weight transfers better.
The spring rates are higher, so does that mean the shock are softer? .1 I always drove in soft setting at Sebring, harder setting every where else, now with .2 always harder setting at Sebring and everywhere else.
I wonder what direction Porsche went with springs and shocks compared to the 3.8RS and compared to the GT2RS.
As always there are many variables like better driver and sometimes better tires, but I'm sure Gavin's car handles better then mine at Sebring.
I've learned a lot from Gavin's pointers and chasing him around Sebring (And almost ran into his rear end, see video FF to 9:35 for pucker monet, THE reason I hate Pagid R29after 4 track days) and I still can't keep up with Gavin that is for sure, I only catch him in traffic. In this video his tires are shot and mine are pretty good.
Chris, thanks for posting here:thumup:
Gavin car handles very well.
The new RS feels already softer then the .1, a bit unsetteling when I got the car, but it sticks much better and lets you play with the weight transfers better.
The spring rates are higher, so does that mean the shock are softer? .1 I always drove in soft setting at Sebring, harder setting every where else, now with .2 always harder setting at Sebring and everywhere else.
I wonder what direction Porsche went with springs and shocks compared to the 3.8RS and compared to the GT2RS.
As always there are many variables like better driver and sometimes better tires, but I'm sure Gavin's car handles better then mine at Sebring.
I've learned a lot from Gavin's pointers and chasing him around Sebring (And almost ran into his rear end, see video FF to 9:35 for pucker monet, THE reason I hate Pagid R29after 4 track days) and I still can't keep up with Gavin that is for sure, I only catch him in traffic. In this video his tires are shot and mine are pretty good.