02.07.2015 – I sold the car in October 2014 after picking up my FRS, but Andrew has since recovered it. His vision is somewhat different than mine though, so between mending various injuries and adding his own flare, the car transforms.
Lame how I can’t leave well enough alone. Once raped, always a whore. It was supposed to stay stock, or at the worst an ultra light tune. It is now the least street able car I have ever tried to street… and it’s all because I was super randy when she was at her most vulnerable. Taking a 3000lb AWD car with 300hp, big scrub radius, welded diff, ultra light flywheel, heavy clutch and no power steering for groceries, is like taking a girl with beads in her ass out to Olive Garden.
Not that the car looks particularly hard tune, or really is even, but I’ve hit it where it counts. At least it drives on ice better than anything else I’ve ever driven… and I’ve driven a LOT of cars on ice.
Plan is to pull the beads out and take her to Church.
Specifications of the Machine
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FOOTWORK
POWER UP
DRIVETRAIN
INTERIOR
EXTERIOR
BRAKES
OTHER
SHOES
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Quote: “I strongly question the validity of a torsen center LSD as a result, if torque moving side to side is troublesome, imagine front to back!? Definitely a clutch type LSD is the way to go for the rear end, but for the center maybe viscous really is a good option…”
Yes, I too wonder about that. The fastest Group B cars after all had an assymetrical split centre differential with a viscous coupling for limited slip action.
But, have you heard of the Torsen T3? Sounds like a very intriguing design.
http://www.torsen.com/products/T-3.htm
It’s probably ideal for asphalt or other high grip surfaces… but off road, where there is the potential for wild torque swings, then maybe I’d prefer some real lock up. Current WRC cars are using a very simple set up that intrigues me, but will almost certainly never be practically available. As you know there is no center differential… to prevent binding/wind up both ends of the car are equipped with a clutchpack that allows the axle to freewheel faster than the other end. So, for example, in a tight corner where the front axle travels faster than the rear, the clutch pack slips, the front axle freewheels and more torque, maybe even 100%, is transferred to the rear end.
Doesn’t sound very easy to drive either, and certainly is archaic compared to banned electronic torque vectoring and active differentials.
2WD is so much easier.
WRX has seemed to me very sensitive to winter tire choice, in common with all Subarus.
I certainly don’t have fantastic tires. When I bought Winterforce for the Celica I was just looking for something cheap that would take a thrashing on gravel as well. I’ve was lazy and just threw those on for the winter.