Cup car uprights
#31
09-25-2011, 04:17 PM
Registered User
Well this much I'll contribute as "observation" during the conversion and since putting another 2K miles on the car. Anyone who has just dropped the driveshaft should pay attention to how much drag the front axles/diff provides to the front wheels.
My car picked up a significant amount of velocity, due in no small part to that lack of driveline drag. The steering effort is significanly reduced as well. However, a proper corner balance or alignment is key to make it all work together, due in no small part to the 80# removed from the front axle. I do believe the aerodynamics of the 996TT help correct some of the the issues with the weight.
Mike
My car picked up a significant amount of velocity, due in no small part to that lack of driveline drag. The steering effort is significanly reduced as well. However, a proper corner balance or alignment is key to make it all work together, due in no small part to the 80# removed from the front axle. I do believe the aerodynamics of the 996TT help correct some of the the issues with the weight.
Mike
#32
09-25-2011, 04:52 PM
Well this much I'll contribute as "observation" during the conversion and since putting another 2K miles on the car. Anyone who has just dropped the driveshaft should pay attention to how much drag the front axles/diff provides to the front wheels.
My car picked up a significant amount of velocity, due in no small part to that lack of driveline drag. The steering effort is significanly reduced as well. However, a proper corner balance or alignment is key to make it all work together, due in no small part to the 80# removed from the front axle. I do believe the aerodynamics of the 996TT help correct some of the the issues with the weight.
Mike
My car picked up a significant amount of velocity, due in no small part to that lack of driveline drag. The steering effort is significanly reduced as well. However, a proper corner balance or alignment is key to make it all work together, due in no small part to the 80# removed from the front axle. I do believe the aerodynamics of the 996TT help correct some of the the issues with the weight.
Mike
#33
09-25-2011, 05:57 PM
Did your conversion include the cup uprights? If so, do you think the cup upright geometry positively effected the front end drag more so than removing the diff? I am running RWD right now with just the center drive shaft removed. I like the way the car drives and I plan to remove the differential too. My future mods that I have planned are an LSD and coilovers of some sort. I was visiting the idea of the cup uprights eventually but that presents a whole other set of issues as pertains to the shock diameters for the coilovers. Some of the 996TT coilovers come in the GT2/GT3/cup shock diameters and include an adapter sleeve for the larger diameter 996TT upright. But not all of them.
#34
09-27-2011, 06:15 PM
Registered User
No. My first post in this thread was to illustrate that most guys aren't going to need the cupcar uprights. This is a very expensive option that should be researched to the fullest. I don't see most guys needing to do it. Unless you're chasing time trial/time attack trophies or door to door racing, it's just to expensive an upgrade.
Mike
Mike
Did your conversion include the cup uprights? If so, do you think the cup upright geometry positively effected the front end drag more so than removing the diff? I am running RWD right now with just the center drive shaft removed. I like the way the car drives and I plan to remove the differential too. My future mods that I have planned are an LSD and coilovers of some sort. I was visiting the idea of the cup uprights eventually but that presents a whole other set of issues as pertains to the shock diameters for the coilovers. Some of the 996TT coilovers come in the GT2/GT3/cup shock diameters and include an adapter sleeve for the larger diameter 996TT upright. But not all of them.
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