ST doesn't have the same aero rules as SM - doesn't matter if the wing fits within the profile of the body.

Brian already mentioned that the 300 is illegal based on the way the sqft is calculated from above.




I wouldn't be using one of the GTC single element wings anyway. Dual Plane is definitely the way to go for an autox car. Mine will eventually have a wing if the rules pan out for 2011. I'm waiting to see what happens though - there are a lot more lower hanging fruit to attack first methinks.

 

I still think when people start getting experience with 1.5-way clutch-type diffs it's going to be one of the "must have" modifications.

When we switched, the difference was marked.

 

... like spring rates and sway bars. Damn I hate how long it takes to test those things.

 

Still trying to figure out what color to paint in the off-season
https://www.s2ki.com/forums/index.php?showt...&#entry17616873

Rollbar, fuel cell, and more track days next year.

 

We should move in with Cubby for a month or so and run 4 events in his car and then come back home and make all those changes to ours


Somehow I don't think the 3 of us would end up coming to the same conclusions on what to change though

 

Yep. Besides, I'm sure the AP2 will want different parts than his AP1.

I need to hit a skidpad!

 

i think it already is a must have

 

So what will a 1.5-way get you on an auto-x course? Edumacate me.

 

THe only thing I can think of is getting to ignore wheel lift

 

I downshifted at the hairpin before entering the slalom after the long sweeper that pointed you down the hill. I was low enough in the rpms and had up hill beforegoing into the slalom. The second time was after the slalom before the turnaround, i was low enough in the rpms and was uphill again exiting the turnaround where i thought it would benefit to downshift. Plus downshifting allowed me to take the turn around tighter. I did both 1st afternoon runs all in 2nd, and the last was with downshifting twice. If i had 1 more run i would have tried it only downshifting at the turnaround.