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Old 01-02-2013, 08:00 PM   #27
Former Vendor
Member#: 305763
Join Date: Jan 2012
Location: Plano, TX

(continued from above)

Again, I have to see more data to believe this, but the fat R-S3's were making mountains of grip. Like I said before, the track width on these 17x9" wheels is 71", which is WIDE. By comparison our Mustang, which is a giant 3600 pound car, on the mega-wide 18x12" wheels is 73.5" wide - a mere 2.5" wider than the 2750 pound BRZ. So you can see where some of the massive grip is coming from on the FT86. This chassis has a "wide stance" and as we know, track width adds lateral grip. The OEM shocks were a bit floaty in bumpy sections of the track, and it bottomed the fronts a few times a lap, so it will be much better with real monotube dampers. In a handful of laps with Matt riding along, I managed a 2:10.5 lap in heavy traffic, after seeing a 2:09.5 indicated on this same lap. So given a few more laps and no passenger it is a 2:08-2:09 car at ECR as it sits, which ain't half bad. I was making Matt nervous sliding the car around, but he hopped in for the second half of this session and dropped two seconds following the same lines, and pushing the braking points deeper like I had, to manage his 2:11.0 lap.

Left: We set-up a table showing off some Vorshlag and Whiteline parts. Right: Vorshlag/AST tester KenO in his E46 M3.

KenO took the 215mm R-S3 equipped FR-S to a best lap of 2:11.5, which was quite good considering it had Hawk HPS pads and only 7" wide wheels. We both had passengers on our laps, and in a 2750 pound car an extra 150-200 pounds matters. I hope we can get these FT86 twins back out to ECR soon and really open them up. I haven't had this much fun tracking a sub-200 whp car... EVER.

Yes, I will admit that driving the BRZ on track with these minor mods was a lot of fun. And I'm a bit of a snob when it comes to track cars, normally driving something with nearly three times this power level, which says a lot about the "fun factor" of the FT86. The car did everything so well - turning, stopping, shifting, corner exit. The pedals are placed perfectly for heel-toe down shifting, the brake and steering feel is superb, the shift throw is short, and the stock seats mostly keep you in place on sticky street tires. Sure, a proper harness and race seat would help driver confidence considerably, but it was a great overall package with just the added negative camber, fat and sticky street tires, and good brake pads/fluid/lines. The prototype Swift springs were a bit on the soft side, and we're about to swap in the production units next, along with shortened bump stops. That should keep the front suspension from bottoming on the bumpy bits at ECR and should help drop lap times too. We'll be back!

Vorshlag picture gallery for ECR Toy Run -

We were back at ECR once again a few weeks later, on December 8th, and Matt again brought his BRZ with zero changes from the November event. It was a much colder day and lap times were a solid 1-1.5 seconds off our times at the Ford event, when the weather was a bit more favorable. This time Matt took a lot more laps and got more acquainted with his car. I was busy driving my 2013 GT with new AST double adjustable shocks and Vorshlag camber plates, and Amy was in her 2011 GT again. Also, two of my buddies and I were doing our first track laps in our future ChumpCar, so it was a very busy day. It was so busy, in fact, that nobody got any pictures of Matt's BRZ on track! Doh. It looked so purdy with all of the decals... oh well.

He did get a little in-car video with his new GoPro Hero3. Not the best audio, but you can get some idea of what this car looks like on track.

For NASA TTD competition (the NASA class we are building it for), it needs to run closer to a 2:05, but with coilovers and some other tweaks we think that is doable on these R-S3's. For SCCA we're building it around STX class, which allows up to a 265mm tires. I don't think that will fit as it sits, but with their poorly written rules concerning fender contours and lip rolling, "anything is possible".

What's Next?

Coilovers are the next obvious modification, but we don't have anything to install yet - still waiting on his AST 4150's. For now we will go ahead and install the production Swift lowering springs and confirm the data we have seen on Mark's car (1" drop, great ride). There are some additional Whiteline FT86 bushings that have made it to market (rear UCA bushings) and more are promised in late January - as are their adjustable FT86 sway bars. No power mods will be done until there is a proper tuning solution, so 167 whp is where it will stay for a while.

We don't have any autocross or track events until February, but if we get in some parts before then we'll post up again. Sorry for the long update today, bu we had almost three months to cover. I will try to be more prompt in my updates in the future.

Terry Fair @ Vorshlag Motorsports
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