Quote:
Originally Posted by Ryephile
Note I mentioned changing to GC sleeves and spring rates to correspond to the tire change. That's where the DSC module really comes into its element. It'll be helpful to fine tune a completely stock car, but the flexibility for future combinations is where it's value lies, IMO.
To be completely honest, if your lap times are that varied on back-to-back clean laps (no overtaking, yellows, etc.), pushing forward with improving your driving skills is going to be a better investment than this suspension controller. This advice applies to the bulk of HPDE drivers. Finding an HPDE environment that maximizes your learning experience is also key; I was super impressed with NASA Great Lakes' HPDE program that I enjoyed last month. Everyone learns differently and its important to find what works specifically with you.
Chassis braces are almost never big enough changes to actually help, especially on modern cars. On something like a Miata, the chassis is so flimsy that an FM Butterfly brace and a roll cage makes an indirect improvement. The result is the car is more consistent and communicative; it doesn't directly translate to quicker lap times, but indirectly because the driver is more confident and better informed.
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not "back-to-back", I said on different sessions
here in PNW, ambient temps can fluctuate between 10-15 degrees between morning and noon sessions so it's not uncommon to see a full second (or even more) difference between lap times.
My lap times are pretty consistent within the same session unless I am not familiar with a different tire/suspension setup and getting to know to learn its new true potential/limits with the change
My point was, unless someone alters a suspension setting on the same day (in our case, same session), it's very hard to tell what contributes and what amount. Maybe in different locations where ambient temps are bit more steady this would not be a case