They are all tunable now, some just take more money than others.

 

Do any of the aftermarket ECU solutions have full control of the OEM functions beyond the engine? I'd be worried about losing random things from HVAC control to lighting that might be controlled by the main ECU in a modern car.

There's also the issue of switching back to the OEM ECU for emissions testing where applicable. Doable if you're tuning an unchanged OEM setup, but becomes somewhere between tricky and impossible depending on how much else is modded on the engine.

 

Conti Forces coming off tomorrow, CR-S going on.

Pocono this weekend.

 

Ok so I have about 50 miles on the 315 square setup. Everything was super close to rubbing. Well it ended up being close enough to rub on hard turns. I knew this was going to happen so I ordered 3mm spacers and put them on tonight. Problem should be solved.

 

Look at those cute little spacers. haha

 

Hey hey hey. Don't hate on my spacers haha. 2mm probably would have worked but you know what they say, bigger is better!

 

I've got an occasional slight rub when autocrossing with 315s square on my 95 Camaro. I added 3mm spacers and it still rubs. Now swapping studs and adding even thicker spacers.

 

Are those the front brakes? What size are they?

 

TTX is entirely different compared to every other damper out there. On your typical monotube damper the damping force is provided by a pressure differential across the piston and the piston contains all the valving for the damper oil to pass through for both compression and rebound. On the TTX the piston is solid and has no valving; it basically acts as a pump. Instead of having a pressure differential across the piston and valving, the piston pumps the oil across remote valving packs to create damping force. The remote valving packs also allow for the damper to be converted from 2 - 3 - 4 adjustable without having to disassemble the entire damper.

The beauty of the design is that since there is no pressure differential across the piston, the damper is almost immune to cavitation. Also the damping force isn't influenced by gas pressure like monotubes are which makes TTX more predictable to set up, resulting in less variability between dampers. But probably the best benefit for the end user is there is zero cross talk between compression and rebound adjustments since both valving packs are separated by check valves. So when you adjust rebound, it's only changing rebound and the same goes for compression. Because of how bleed adjusters work, that isn't the case on monotubes so whenever you change rebound, you'll almost always have some affect on compression and it can take a lot of back and forth with adjustments to get them right where you want them.

High end monotubes do still work very well, Ohlins still builds them and Penske does some of the best monotubes. MCS are very good too but I don't think I'll ever buy them because they don't sell dampers with adjustable length bodies which means you're forced to adjust ride height entirely with the lower spring perch which means you have to change preload to change ride height. Adjustable length dampers take some more time to set up but ultimately allow a better ability to be tailored to a specific application.

 

Yes front brakes.

Front and rear rotors are almost the same size on the Supra 3.0

Front: 348mm x 36mm
Rear: 345mm x 24mm

 

Got the Nankang CR-S mounted.

I'm going to have to get used to the much taller tire, def a different vibe. At least my speedo will be more accurate now, lol.

 

Looks meaty/race car. Perfect.

 

@kaj When do you take delivery?

 

CARVANA had to cancel. Apparently the car has so many modifications, it wouldn't pass smog so not legal for sale in CA.
I'm good with that. I want stock.
The search continues...

 

Well that sucks but also really good. I will keep my eyes open for a good deal down here.