That Roebling has one hell of a straight. How fast do you get going there?

 

interesting

 

If my memory is correct, about 115 in a stock S2000. I've not been up there in an S2000 in a couple of years, and I "only" get up to about 105 in the Miata. The back straight at Sebring is longer and even though entry speed is lower you can hit about 125 there. This is nothing compared to some of the fast tracks out west where triple-digit speeds are more common.

 

Well, I just quickly scanned through this thread and no one seemed to have mentioned the importance of having the scales leveled precisely and the suspension fully settled before taking any measurements. These are as or more important than diaconnecting the swaybars (only one end each is necessary), which is very important.

The guy who did my cornerbalancing in the past used to spend most of the couple hours meticulously leveling the scales with laser level etc. and marking their positions on the floor in case they get budged out of place in the process, and checking/calibrating them to be equal by me standing on each consecutively. Proper scales should have roll-off platforms (don't know if that's what they are correctly named) so that the car is rolled back and forth (with me in the seat with all my equipment and hands on the wheel etc. to be precise) several times before a measurement is taken, and this is repeated each and every time a perch is adjusted. If the suspension is not well settled, there is no point in adjusting heights of perches. When the cross-balancing is completed, the swaybars have to be re-attached when the car is still perfectly level, and that's why adjustable endlings (at least one per bar) are necessary.

Disclaimer: I'm no expert on cornerbalancing, and I haven't had my car cornerbalanced for a real long time after countless changes in different stiffness springs and exhaust, camber etc. so it's probably all screwed up unless I've been extremely lucky in eyeballing spring heights etc. to keep all four corners about constant, or, it just doesn't make that much difference at our level of driving . Then again, maybe I'm losing a couple seconds by it being out-of-balance??

Oh, I forgot to mention that your tires (the track tires if you are doing this for the track; e.g my 17's are very different diameters than my 16's) should be at the correct hot inflation pressure and not unreasonable worn, esp. don't mix worn and unworn tires. And set your N2 pressures too if you have this capability. Of course, all of this is important only if you believe cornerbalancing makes a significant difference.

 

Tell your guy who does the corner weighting to put the scales on his hunter alignment lift . Might same him some time

 

That guy is Todd Southwell who does this on my uneven garage floor (though it looks perfectly level to the naked eye),

 

Well that explains otc 04 then

 

I think my corner balance guy is getting lazy, although he did unbolt the adjustable sway bar links

My car is a fat pig too 3088 LBS with 205 in the drivers seat.

LF 775 RF 759
LR 826 RR 728

The right rear is 98lbs light? Is that going to make the car unstable under braking?

I wonder if I should get another opinion and see if they can do a better job?

 

Your cross-weights are significantly off (82 lbs difference), so seems it wasn't corner balanced well. The wing, larger tires, (?coilovers) etc. can add up in extra weight.

 

sigh, Anyone know of a good shop in MD/VA that does corner weighting? And not charge big $$

The extra weight?, I am sure the Supercharger, and aftercooler, Hardtop, heavier than stock "race" seats, don't help either.