Quote:
Originally Posted by chrispraeger
First: there will be no reprogramming of your EDC anymore.
But your dampers will definitely not work in their optimal range anymore.
You can only solve this issue with a complete coilover kit.
When you're altering the offset in the front you will have a much better and quicker reaction in corners - especially because you are running more camber.
I really can't understand why spacers should be bad.
Even on the track, we are using various types of spacers for one car and different setups.
But of course, it is all about your feeling for your car.
Maybe you can just give it a try with only 10mm in the front in the next weeks.
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Agreed, there is no need to reprogram the EDC on the CS because the latest software version has the lowering adaptability already programmed into it. Only older cars need to be reprogrammed. At least that is my understanding from what I've read.
I don't see how the dampers are not "working in their optimal range". If the spring rate in un-altered, the spring-damping pairing remains ideally matched.
As for spacers, when reducing wheel offset relative to stock there are several thing that happen. Stsrting with the benefit, reducing wheel offset increases track, which reduces weight transfer during cornering and results in improved grip. But, it is also why it is tricky to change the front and rear tracks by different amounts as it will alter the over/understeer behavior of the car.
One drawback is that by changing the wheel position relative to the suspension alters the how much the spring and dampers move relative to the wheel which affects overall suspension tuning. Another is that it alters the thrust load on the wheel bearings which results in increased wear. And last, which is the biggest drawback for me, is the effect on steering. First, it affects the scrub radius, which is the distance between where the virtual line of the strut axis meets the ground and the tire's contact patch centerline. This distance has an important effect on the forces that are communicated back in the steering. It takes only a few mm of change here to have a noticeable impact. Second, changing wheel offset also alters the required Ackerman angle. When the car turns, the outside wheel covers a greater arc than the inside wheel, hence the inside wheel needs to be steered more. This is factored in the design of the steering and suspension geometry. When changing offset, the Ackerman angle geometry is upset resulting in one of the wheels not pointing on the right path and scrubbing, reducing grip and scrubbing speed in the process.