23

Our fitment fills the wheel wells nicely.  We set our front camber at negative 2.5 degrees with zero toe.  Caster was 5.5 degrees positive.  We set our rear camber at 1.5 degrees negative with 1/8" toe in.  This setup is a good compromise between track grip and everyday driving wear.

The Advan TCIII is a lightweight 19 lb wheel using roll forged technology.  First the basic wheel shape is high pressure die cast in an inert gas atmosphere to reduce corrosion of the highly reactive molten aluminum.  This gives a denser stronger structure with better grain than your typical gravity cast wheel.  After casting the wheel is then heated and rolled under high pressure to form the rim section into final shape.  This imparts the grain alignment and refinement of a forging and a strong, thin and lightweight  rim section like a super expensive fully forged wheel.  Since the rim on the outer edges of the wheel has the highest rotational inertia, this gives most of the benefits of having a completely forged wheel at a much lower price!
Although the Falken RT615K has the reputation of being a specialized drifting tire, it is a formidable tire for excellent grip with streetability. We were surprised by the amount of grip it had and its predictability at the limit.  We have measured phenomenal G loads on Dai Yoshihara's drift car and the tires performed likewise on our STI.  Using our PLX devices Kiwi bluetooth adaptor and Palmer Dash Command software on a Galaxy Nexus droid phone, we recorded steady state lateral forces of over 1.2g's!  The RT615K is not just a drift tire!  I think that our STI is currently the MotoIQ Project car handling champion.  With our plans it is only going to get better.

With our suspension wheels and tires in place, we have transformed our Subaru.  When we first got it, we were somewhat disappointed because its performance seemed like a distant second to the Evo's in our project garage.  With some tuning help with first rate parts and some bigger tires, we have literally transformed our car.

Our Subaru now exhibits fast turn in with little understeer.  On hard cornering it is very neutral with a slight easily controllable amount of oversteer.  The car has lots of grip, more than our R35 GT-R that is currently awaiting project car massaging.

We think a lot of the Subies goodness comes from the low front CG of the boxer engine.  We previously were much in love with our Evo's handling but with some help, we slightly prefer the Subaru's!

After having more time on some of the really rough and poorly maintained roads in LA, you might want to run Whiteline's softer bushings if your roads are really choppy as NVH was affected over really bad and choppy asphalt.  We mostly drive in Orange County where the roads are much better, in that case the ride difference between the hard and softer bushings was not really noticeable.

We slightly softened our KW Clubsports from their default in the middle settings for compression and rebound, reducing compression and rebound in the rear two clicks and reducing rebound only in the front by one click.  Unlike cheap coilovers, you can really feel the difference of one click on KW's.  This greatly improved our ride comfort without sacrificing handling.  There is still a ton of adjustment either way.  Once adjusted the ride is better than the stock STI dampers!

Stay tuned, coming soon will be some engine help from our friends at Greddy and Cobb with a look at some really trick stuff coming from KW.  We will also work to add more camber adjustment in our front end and to add more positive caster.  This should really refine our STI and move it even higher on our fun to drive scale!

 

Read More about Project STI here!

Sources

KW Suspension

Mackin Industries Advan Wheels

Falken Tires

West End Alignment

Whiteline

Technosquare

PLX Devices - Kiwi Bluetooth

Palmer DashCommand

 

Previous Page Page 7 of 7
Bookmark and Share
Comments
Dan DeRosia
Dan DeRosialink
Monday, July 23, 2012 9:59 AM
As a guide to shamelessly cop... er... er, adapting the products you showcase to my own GD and driving situations, would you fiddle the sway bar sizes for something based around V3s and their spring rates as opposed to the Clubsports? From what I'm seeing, it looks like the Clubsports are 515/345 lb/in, or around 2.4hz ride frequency... with the roads around here being such that I was seriously contemplating something on the order of a somewhat revalved gravel rally coilover setup, that sounds like it wouldn't really be suitable. Plus I don't want that much drop, and there's the snow factor.

Was hoping to find out what new KW thing you were referring to, but hey, anticipation never killed anyone. It's also heartening to hear that, as pretty unbiased folks, you're saying that it's turning out comparable or better than its competitor; "should have got an Evo" is tiring to hear. ;)
Mike Kojima
Mike Kojimalink
Monday, July 23, 2012 11:08 AM
The ride on the Clubsports can be adjusted to be pretty smooth, much smoother than stock actually so I would not worry. You can also adjust the ride height up to an inch higher. If the roads in your area are really rough I would consider using the Whiteline ride comfort or standard bushings instead of the super hard Motorsports ones like we used in the first installment.
Dusty Duster
Dusty Dusterlink
Monday, July 23, 2012 11:57 AM
What size are those wheels, and how much do they weigh?
Mike Kojima
Mike Kojimalink
Monday, July 23, 2012 12:06 PM
The answer is on page 6-7 18x9.5, 45mm offset and 19 lbs
Dan DeRosia
Dan DeRosialink
Monday, July 23, 2012 12:28 PM
Hmm; how different are the Clubsports and V3s internally? I'm really just worried more about big hit (pothole, ruptured asphalt, etc) and snow than constant low-amplitude stuff. I know both of them will handle the spring rate a lot better than, let's just say, most coilovers out there... but in my head I was already using that to justify the V3 spring rates. Fiancee has problems with a couple discs in her back too, which is a bit of a consideration. Probably I'll end up having to find someone local to ride along with at some point.

I realize full well that by most normal standards I'm overthinking this; I mean I'm seriously thinking of putting some accelerometers in my car during my daily commute to test some assumptions I'm making about ride roughness. I just figure I have quite a bit of time before I'm making any purchase (at least next year) and I would really just prefer to do things once, right.
spdracerut
spdracerutlink
Monday, July 23, 2012 12:35 PM
The KWs have a huge range of compression and rebound adjustment. On Project S2000, with the initial settings with the Clubsports, it rode significantly softer than stock. Lexus-like even. I've readjusted them for track use and the ride is comparable to stock, but with much better motion control.

Mike, I think Project S2000 still has GD covered in handling. It might be time for a project car shootout soon.
DieselTech
DieselTechlink
Monday, July 23, 2012 1:03 PM
You should do an article about DIY alignments using those mechanical gauges. I think it would be a big help for people like me that live in areas without many alignment options. Also, how long until swaybar manufacturers just start coating their bars in teflon where the bushings ride?
Mike Kojima
Mike Kojimalink
Monday, July 23, 2012 1:26 PM
Haha, bring the S2K, it's going down.
Shifter Kart
Shifter Kartlink
Monday, July 23, 2012 2:26 PM
what is KW planning on releasing, when you refer to their 'latest and greatest'?
Rockwood
Rockwoodlink
Monday, July 23, 2012 2:30 PM
@ Khiem: Project car shootout would be fun, so long as I don't have to bring Hypermiler (which would lose in just about any contest of speed...) ;-p

@ DieselTech: The problem with a DIY alignment is your garage floor/driveway just isn't level/even enough to get it dialed-in properly. I'd use it as a temporary stopgap to get you to the alignment shop later in the week than a long-term solution.
Dan DeRosia
Dan DeRosialink
Monday, July 23, 2012 2:42 PM
Garage being level... actually, for limited purposes you can make some platforms to fix that. You need a really accurate level and consistent placement of the car though; surveying stuff works great if you have it. Fundamentally though, you just need to measure how far off of level the floor is at the 4 places the platforms go, then fabricate them all to be level. A little pain in the ass, but unless the concrete's pretty thin you only have to do it once.
rawkus
rawkuslink
Monday, July 23, 2012 3:09 PM
For the Professional Awesome Evo, we only worry about levelness side to side. We use vinyl flooring tile to level as well as using them as slip plates. We use a camber gauge, string and jackstands for the alignment. This has been how we've done it for years without issue. There are better ways, but not many that are as cheap and repeatable!
Dan DeRosia
Dan DeRosialink
Monday, July 23, 2012 3:18 PM
Ooh, hadn't thought of flooring tile; we ended up using wood.
Mike Kojima
Mike Kojimalink
Monday, July 23, 2012 3:43 PM
It is a new consumer priced 3-way adjustable shock with daily driver durability.
Mike Kojima
Mike Kojimalink
Monday, July 23, 2012 3:46 PM
It is perfectly acceptable to align a car on a relatively flat concrete floor. I do this all the time on race cars. The time you have to be really careful about flat is when doing corner weighting. The DIY alignment story is a good idea. We show some of this in some of our drift suspension basics articles.
Dan DeRosia
Dan DeRosialink
Monday, July 23, 2012 4:14 PM
Consumer priced 3-way with durability? That trips my "things I don't actually need but am going to badly desire" alarms, heh heh.
DieselTech
DieselTechlink
Tuesday, July 24, 2012 12:24 AM
@ Rockwood - You're talking to a guy who's DD pickup has been on an eyeball toe adjustment for 50,000 miles. Yes, I was too lazy to even break out the string.
Scooby-Roo
Scooby-Roolink
Tuesday, July 24, 2012 8:43 AM
@ Kenku - I did some research on this as I was offered a great deal on the KW V3s for GD.

KW V3 for the GD Subarus come with progressive rear springs, the the Club Sport comes with linear springs all around. Racecomp Engineering makes a conversion kit for the V3 that allows it to take linear springs in the rear with rates up to 400lb/in.

I ended up passing it up and going for a set of Racecomp Engineering Tarmac 2s which IMO are basically just a set of V3s revalved with a more aggressive setting, and costs less than the KW Clubsports.
rawkus
rawkuslink
Tuesday, July 24, 2012 9:09 AM
Mike,
Are any project cars going to make it to the Super Lap/Global Time Attack Finals at Buttonwillow in November? It will be the first time we drive the Pro Awe Evo at that track.
Clint Boisdeau
Clint Boisdeaulink
Tuesday, July 24, 2012 11:11 PM
did someone say project car shootout (fires up project 370z) :D
OctaneNation
OctaneNationlink
Saturday, August 04, 2012 6:59 PM
Do you have any more info on why this alignment technique is better than lasers?
Mike Kojima
Mike Kojimalink
Sunday, August 05, 2012 11:37 AM
Just do a few alignments and you will know. Also note that real race teams don't use machines.
Paul Jons
Paul Jonslink
Thursday, August 09, 2012 7:31 AM
Would the 27mm bars (fronts and rear) be overkill for the stock suspension of the WRX?

Also, what it's like to drive the car with 27mm sway bars on the road?
Mike Kojima
Mike Kojimalink
Thursday, August 09, 2012 11:23 AM
It is not that bad, not much worse that stock. To run big bars you need more damping.
Post Comment Login or register to post a comment.

MotoIQ Proudly Presents Our Partners:

© 2014 MotoIQ.com