Sway bar setting on gt4/gt3
05-20-2018, 01:46 AM
#1
Three Wheelin'
Thread Starter
Sway bar setting on gt4/gt3
I figure it's all same
Mine is at medium front and hard rear
I had it at med/med but told dealer to change the rear to hard. Now I'm thinking I should try soft front.
After removing the front wheels, I see the sway bar link and 3 holes. Is it as easy as removing the link nut to moving to to most outside hole for soft setting?
Mine is at medium front and hard rear
I had it at med/med but told dealer to change the rear to hard. Now I'm thinking I should try soft front.
After removing the front wheels, I see the sway bar link and 3 holes. Is it as easy as removing the link nut to moving to to most outside hole for soft setting?
05-20-2018, 09:54 AM
#3
My GT4 came set at Med/Med. I ran it for a few events at that setting before trying Hard R, and Med F. In an attempt to reduce understeer on slow turns I went to Hard R and Soft F. I have dropped F ride height to correct rake lost running small dia R tire. Springs and shocks are stock. Other factors are alignment and tire pressure differential F/R. I run the same F & R.
05-20-2018, 11:11 AM
#4
Three Wheelin'
Thread Starter
Trying to get rid of mid corner understeer.
I know there is a lot of factors - like THE driver is always an issue (me hahaha)
I just wanted to try something different. Perhaps I should leave it as is on f med/r hard and see how it is. I'm running at COTA end of the month. I always felt there was understeer on slow turns but more I watch my video, it could be me not "rotating" the car enough or just wrong entry/line. Still learning here
I know there is a lot of factors - like THE driver is always an issue (me hahaha)
I just wanted to try something different. Perhaps I should leave it as is on f med/r hard and see how it is. I'm running at COTA end of the month. I always felt there was understeer on slow turns but more I watch my video, it could be me not "rotating" the car enough or just wrong entry/line. Still learning here
05-20-2018, 11:28 AM
#5
Originally Posted by DC640
Trying to get rid of mid corner understeer.
I know there is a lot of factors - like THE driver is always an issue (me hahaha)
I just wanted to try something different. Perhaps I should leave it as is on f med/r hard and see how it is. I'm running at COTA end of the month. I always felt there was understeer on slow turns but more I watch my video, it could be me not "rotating" the car enough or just wrong entry/line. Still learning here
I know there is a lot of factors - like THE driver is always an issue (me hahaha)
I just wanted to try something different. Perhaps I should leave it as is on f med/r hard and see how it is. I'm running at COTA end of the month. I always felt there was understeer on slow turns but more I watch my video, it could be me not "rotating" the car enough or just wrong entry/line. Still learning here
05-20-2018, 12:27 PM
#6
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COTA is tough track in parts - 11,12, 13-15 - to get rotated. I'd try to work on using a bit more throttle steer to get car rotated. A just real quick lift of the throttle can do wonders. I also trail brake quite a bit to get as much position as I can early in the corner.
Dion von Moltke nailed it in his video evaluation of Matt Romanowski’s entry into Turn 1 at the Glen. If you’re back on power before the apex, you’ve finished braking too soon!
Good luck!
05-20-2018, 12:52 PM
#7
Originally Posted by ProCoach
If you have to lift quickly to tuck the nose in, you’ve already made a mistake. It means you’re back to power before the car is pointed (or on it’s way to being pointed) in the right direction. This is often due to early application-early release of the brakes. On the more acute corners at COTA, of which there are many, you need to KEEP weight on the nose past the initiation of corner entry.
Dion von Moltke nailed it in his video evaluation of Matt Romanowski’s entry into Turn 1 at the Glen. If you’re back on power before the apex, you’ve finished braking too soon!
Good luck!
Dion von Moltke nailed it in his video evaluation of Matt Romanowski’s entry into Turn 1 at the Glen. If you’re back on power before the apex, you’ve finished braking too soon!
Good luck!
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05-20-2018, 01:19 PM
#8
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Thanks. I suffer from that at Oak Tree. I have watched your virtual track walk and can never get the braking right at 11 and almost always have to add throttle between 11 and 12 and then initiate enough weight transfer at 12 to get car rotated. Gonna go back and watch the track walk and some videos.
That add-throttle is a key indicator (a tiny bit might be ok) but the initiation of weight transfer trailing in to T12 is MANDATORY. From ALL the way left edge, two to three car lengths from the end of the yello/green outside curbing. NOT before the perpendicular line at the leading edge of the inside curbing...
Good luck.
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05-20-2018, 03:10 PM
#9
Rennlist Member
Originally Posted by ProCoach
If you have to lift quickly to tuck the nose in, you’ve already made a mistake. It means you’re back to power before the car is pointed (or on it’s way to being pointed) in the right direction. This is often due to early application-early release of the brakes. On the more acute corners at COTA, of which there are many, you need to KEEP weight on the nose past the initiation of corner entry.
Dion von Moltke nailed it in his video evaluation of Matt Romanowski’s entry into Turn 1 at the Glen. If you’re back on power before the apex, you’ve finished braking too soon!
Good luck!
Dion von Moltke nailed it in his video evaluation of Matt Romanowski’s entry into Turn 1 at the Glen. If you’re back on power before the apex, you’ve finished braking too soon!
Good luck!
05-20-2018, 07:11 PM
#10
Three Wheelin'
Thread Starter
That makes a lot of sense.
I admit- I finish braking too early and and on throttle too soon then realize "oh I'm not rotated enough- I have to lift a little then on power"
I will need to keep practicing. This is apart from car setup. Sounds like it's me 100% Thanks for the pointer
I admit- I finish braking too early and and on throttle too soon then realize "oh I'm not rotated enough- I have to lift a little then on power"
I will need to keep practicing. This is apart from car setup. Sounds like it's me 100% Thanks for the pointer
05-20-2018, 07:30 PM
#11
Originally Posted by DC640
That makes a lot of sense.
I admit- I finish braking too early and and on throttle too soon then realize "oh I'm not rotated enough- I have to lift a little then on power"
I will need to keep practicing. This is apart from car setup. Sounds like it's me 100% Thanks for the pointer
I admit- I finish braking too early and and on throttle too soon then realize "oh I'm not rotated enough- I have to lift a little then on power"
I will need to keep practicing. This is apart from car setup. Sounds like it's me 100% Thanks for the pointer
05-20-2018, 07:45 PM
#12
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And most...
05-20-2018, 09:38 PM
#13
Three Wheelin'
Thread Starter
Originally Posted by ProCoach
If you have to lift quickly to tuck the nose in, you’ve already made a mistake. It means you’re back to power before the car is pointed (or on it’s way to being pointed) in the right direction. This is often due to early application-early release of the brakes. On the more acute corners at COTA, of which there are many, you need to KEEP weight on the nose past the initiation of corner entry.
Dion von Moltke nailed it in his video evaluation of Matt Romanowski’s entry into Turn 1 at the Glen. If you’re back on power before the apex, you’ve finished braking too soon!
Good luck!
Dion von Moltke nailed it in his video evaluation of Matt Romanowski’s entry into Turn 1 at the Glen. If you’re back on power before the apex, you’ve finished braking too soon!
Good luck!
Last edited by DC640; 05-21-2018 at 06:48 PM.
05-20-2018, 09:47 PM
#14
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That is the definition of wisdom, isn’t it?
An elemental concept that eludes reasonable, rational people until doing the same old things don’t work anymore, and you HAVE to try something different, if only to improve!
My experience has brought me into contact with (along with deep study of) drivers functioning at the highest level. When this happens, trends emerge.
This is one that’s almost universal...
Not to say that the car can’t be made MORE responsive, and more predictable, by making changes like these.
But, my experience is that when drivers who are not yet functioning at a high level make relatively small changes to bars, shocks or tire pressures in an effort to fundamentally alter the balance of the car, they’re off the mark.
That’s not only wishful thinking, it’s masking the fundamental cause of the handling imbalance in the first place, which of course is the loose nut behind the wheel!
Even the best get greedy at entry, then lambaste themselves when mid corner understeer raises it’s ugly head!
But, we can all do better
God, I love data with video... it’s not a tattletale, it’s a tool!
.
05-21-2018, 11:38 AM
#15
Three Wheelin'
assuming you drive a GT4 (which isn't clear from tittle) take a look here to see what the car can do at your favorite track. usually there is link to video/data and COTA has some really fast GT4 drivers who can share setup info with you as well.
https://rennlist.com/forums/gt4/9393...-in-a-gt4.html
https://rennlist.com/forums/gt4/9393...-in-a-gt4.html