Rams Eye The Track Guy

If you've had any doubts about whether or not they will fit, fear not! You absolutely can run square 305/30/19's. I had a lot of doubts before pulling the trigger, even more so when the wheels where on the car. The tires do poke out a bit and I figured rubbing is all but guaranteed at full compression but I couldn't be happier I trusted APEX and those on here who have run it. Here's what you need: 1. Camber plates: I have MM C/C plates and they are maxed out at -2.3 deg with the stock struts. I have been running them for years with many track days without issue. 2. 1"/25 mm spacer: I have Motorsport-tech 1" spacers and they look like high quality units. There is maybe a 1/4 inch clearance in the back so you can't go any narrower than 25 mm. http://www.motorsport-tech.com/adaptec/car/ford_s and you want Design 2. Motorsport Tech 1" Mustang Hub-centric Spacers 3. Elongated studs: your best bet is to get the FPP hubs with elongated studs

SADOKIST's (eSports Host) E46 BMW M3 GT3 Race Car - Kevin Doubleday © Over the years, I've found that limited slip diffs (LSD's) are some of the least appreciated performance parts you could get (or upgrade) for a car. LSD's make a big difference, though, because they can vastly improve how early you can get back on the power and, therefore, how good your corner exit is. That last bit is very important if you're driving on track and want to get a good lap. You don't have to just take my word for it, though. F1 royalty Sir Jackie Stewart puts an emphasis on the importance of corner exit. When Captain Slow was sent to him to cut 20 seconds off his lap time (Top Gear Season 8 - Episode 5), Sir Jackie told him: "the exit of the corner is FAR more important than the entry of the corner, with regards to smoothness." Sir Jackie Stewart coaching James May in a TVR Tuscan - Top Gear Season 8 Episode 5 You really need to nail the exit. And to get a

C7 Corvette Grand Sport... doing a burnout with a proper diff - Graham MacNeil  © I wrote a tech post comparing various open and limited slip diffs for a comparison and I found that a lot of people were asking questions. To simplify and make it easier to read, I decide to break them up for a future tech article about handling. Make sure to stay tuned for two posts on limited slip diffs this week!. WHY DO YOU EVEN NEED A DIFFERENTIAL? A differential's job is to allow two wheels on the same axle (or two axles in a 4WD drivetrain) to spin at different speeds so a car could smoothly go around a corner. Why do the wheels need to spin at different speeds? Each wheel on a car has to travel a different path to reach the end of the turn. You can see that for yourself every time you drive on snow covered roads or muddy trails. Four different tracks by four wheels/tires on one car going around a turn - Rams Eye The Track Guy  © If you take a turn, you'll see that each whee

730 hp Mustang Saleen 302 Black Label - Saleen © Most people who track their cars quickly come to recognize one of the biggest enemies of speed; heat. Heat affects tires, brakes, fluids, the engine, everything. One area that gets more than its fair share of heat is the engine bay. The most efficient gasoline/petrol engines struggle to exceed 35% efficiency - meaning that more than 65% of the energy in the fuel that is burnt inside the engine is not converted into motion or 'useful energy'. Most of the non-useful energy left over is turned into heat. That means that your average hot hatch making 200 hp could easily produce around 300 kW (400 hp) of heat as a byproduct of making 200 hp. If you're having trouble wrapping your head around that number, that's enough power to heat a large home improvement store. In Canada. Some of that heat goes out the exhaust (thankfully) but a lot of it has to be dealt with in the engine bay through your radiator, and oil cooler i

A couple of weeks ago, I posted my first impressions of Michelin's PSS vs Firestone Firehawk Indy 500 tires. I've run PSS's for several years on the Boss, but I'm trying the Indy 500's for the first time. In short, I was worried about the narrower tires (I was running 285/35/18 PSS but could only find the Indy 500 in 275/35/18) and tread squirm, but I was happy with them up to that point just driving on the street. I had the chance to drive on them for three track days now. So what were they like? After my first session, they made an impression that basically persisted for the rest of track sessions on them. Phenomenal, unmatched value. Now, if value is something that stands out above all else, it typically means the compromise between qualities you want and those you don't is less than ideal, but the value is attractive. This is no different. I'll start with the bad, which really boil down to two: ultimate grip and grip longevity. Grip is noticeably l