A Day at the Races: Testing the New SuspensionAndrew has completed the installation of the new suspension system, and now it's time to test the car's handling at the track. The car's owner, Michael, tries his run on the course at a Sports Car Club of America event. First, though, the car undergoes a rigorous inspection to assure everything is on par with safety regulations.
Track Basics: Inspection Prep and SafetyBefore any car gets to race, it has to be tech-inspected. Here are some tips that will help ensure that your racer passes the required inspection.
- As far as the car's exterior, any hubcaps or center-caps that could possibly come off on the track have to be removed.
- Under the hood, the battery has to be secure. The inspectors will also check for any leaking fluid.
- Inside the car, you'll have to remove anything loose, such as floor mats, that might get tangled underfoot or stuck under the gas pedal. You'll also have to take out any amps or sub enclosures.
- Once you've passed inspection, you'll register and get your racing number, which must be displayed on either side of the car.
- Before you drive the course, you'll need to walk it. This is mandatory if you're a novice. The first time around the track is a guided tour conducted by an experienced driver.
- With inspection and track-review complete, it's time to get the car out on the track.
The Proof Is On the PavementAfter a shaky start on his initial run, owner Michael Hill makes his turns in all the right places on his second attempt. On that run he holds a decent line through the entire course and finishes with a baseline run of 34.9 seconds.
Then, to put the camber kit to the test, Michael pulls off the front tire while Andrew makes the tweaks to the adjustable camber spindle bolts — to minus 3 on both sides. They dial in the same settings on the rear.
The camber gauge is a great tool at the track, especially when you have two sets of eyes bolts — one set on the gauge and another focused on the hard work underneath.
Once the new camber are settings dialed in, it's time for another timed run. Through the chicanes, the negative camber settings now allow more of the tires to touch the ground. The turning performance is noticeably smoother which, on the autocross course, translates to "faster."
Michael completes the course with no problems and comes away with a time of 33.5 seconds, shaving off more than a second from his baseline run. He also notes that he can feel a discernible difference in the way the car handles through the turns.
The Bottom Line:
front strut tower bar: $140
rear sway bar: $200
front camber bolts: $45
rear adjustable camber arms: $175
4-wheel alignment: $120
Total = $680
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