No problem, figured I'd help you insult people in English.

 

And people wonder why the car scene is going to crap LOL

 

Because we have a 90 page thread on the RS that has devolved into speculation, off-topic car ego stroking, and a wish list of features that turn it into a completely different car?

 

if you ever need that in Hungarian , let me know

 

Yay, actual car content!

Yup, VERY similar to a Golf R. I'm digging the additional bracing though. That rear drive unit looks very very similar to the Haldex unit on the R, down to the donut harmonic balancer, which makes sense. Although the unit looks more compact than the R Haldex unit.

Suspension stuff, like I said earlier in this thread, is almost a 1:1 copy of the Golf. Except the sway bar is behind the diff instead of in front on the R.

3" exhaust tubing should be fun to fit under the diff/suspension arm. :-/ It goes over the diff/suspension carrier on the Golf R. However the Golf R haldex unit looks a little smaller height wise.

MK7 Golf R: (with aftermarket catback)

 

children will be children. I think this new RS is going to be flat badass. enough said...

 

the spring wants to bow out as it compresses, when the spring is on the strut it puts side load on the damper and decreases damper efficiency and makes it wear faster. In theory anyway... idk how much of a difference it actually makes in the real world?

but what difference does motion ratio make? just get a stiffer spring to get the desired spring rate at the wheel... or is there something I'm not seeing?

 

couple things I don't like...

valve in the exhaust... I like a good sounding exhaust all the time, or a cutout before the cat.. not an extra exit right before the muffler where it barely makes any difference

proximity of the sway endlink to the axle boot, if it breaks (unlikey but possible with a stiffer bar) it can tear up the boot

sway bar to exhaust proximity, even they know its a problem with that heat shield on the bar mount bushing

 

What matters is SCCA's rules on it. Suspension type and location cant change, so that means regular coilovers put you straight into SM. Even SP would require a coil spring in the factory location and is much more limiting for setting ride height, corner balance, rate changes, etc.


From what I've been told, the rule came about back when coilovers were the stuff of full race cars, now its about the first suspension mod many do to their cars. There are also that worry the cars weren't designed from the factory to support the car weight by the strut mount in some of these examples.

 

I really don't see how keeping the factory spring location affects any of that? sure it might be a little more difficult/involved since you have to adjust the spring seat height and damper length... but how its it limiting in any of those other 3? well maybe ride height, but I've never been a mad slam stance type of guy and I have 0 sympathy for any idiot who is...

and for cars like this, I prefer to keep the oem style setup instead of converting to a true coilover type, big portion of that is cause the stock mounting point wasn't designed to support a spring, especially an aftermarket super heavy spring.

and as far as SCCA's rules, they should get off their *** and get with the times and update the rules for modern cars. this is a very common design, and aftermarket conversion to true coilover is a very common mod... this is kinda on par with roll cages still being required for any car in the 10's when there are tons of cars that can run 10's bone stock, or with minimal mods these days

 

Added some notes...

It's a production car. You can probably rig it to stay open all the time, like you currently can on 95% of the production cars that have actuated valves in exhaust systems.

It's not really any closer than it is on the Evo 10

It's not really any closer than it is on the Evo 10

 

The reason it limits ride height, rate changes, etc is because you have a (fairly) set spring length you can use, and the spring is not your standard 60mm ID spring. So you don't have the vast selection of springs available like you would if you were able to run a coilover.

 

Unless someone makes adapters to put something like a hyperco in place where these sit with height adjustability then you're at the mercy of spring lengths offered. There are companies that make larger springs in all the rates and lengths and sized to fit in spring perches like this but you're looking at plus/minus and inch on ride height adjustment (again, unless you have an adjustable perch available).


Another issue is the motion ratio being ~0.60 by the looks of things. This is going to require springs in the 1500lb/in range once you move up to hoosiers or even latest 200tw tires. That's a lot of force coupled between the chassis and control arms.


Coilovers simplify things massively with springs and shocks at the same motion ratio and with height adjustment for spring and shock body all in the same package.


Camaro and Mustang have the same issues on their IRS and it IS an issue for getting enough rear rate right now. Their motion ratio is even worst at 0.5 and finding the right length 2000lb spring wasn't each. They're also something like 30lbs each.

 

My Fiesta ST "coilovers" have height adjustment on the spring in the rear, but you are correct, you lose some height adjustment with it, not much, but some.

They also offer pure coil-overs for the rear which deletes the factory spring location, but I know that isn't always a solution for some people in certain competition classes.

 

yeah, but I still don't like the exhaust valve thing...


as far as endlink on evo X... not really, its up above it. on the RS it spans right next to the boot