dojo

Ok,

with a stock suspension, is it worth it? I've got a great deal on both the 19 and 22 mm ones. and need to know why it's SOoo worth it.

Bueller? Bueller? anyone?

Thanks,

d

S4Del

and how good? Going rate seems to be like 190 or so.

dojo

it'd be best to order, I'm just wondering aside from settling the back end under heavy braking on the track what's it gonna do.

BTW, I'd go with the 22mm as it's only 10 bucks more and in this case bigger is better. I'm already sold on it. Just looking for opinions of those who already have it.

dojo

JBear::FATS

the street.

kensS4

got mine(19mm) from SPP. I paid $150, but $190 sounds about right since Neuspeed is raising their price. The 19mm on soft setting makes a big difference.

dojo

Thanks, KenS4 that's a good price eh>? What are the differences from Stock?

VonK :: Retired

Instead, it will reduce lean in turns, and reduce your front end's tendency to push toward the outside of the turn (understeer). If you go too stiff, you may even get oversteer (where the rear end of your car wants to swing out). With my stock S4 Avant suspension, I installed the 22 mm bar (soft setting), and now there's less lean and no more understeer.

If you go for a stiffer rear bar, make sure you get the necessary reinforcement brackets with it.

Nogaro

via decrease push? I thought it reduces understeer by taking traction away from the back, and helps the car rotate? I dont' understand how it increase front traction.

kensS4

Less understeer. It just seems like the turns are quicker and tighter. I almost feel that car is neutral, body roll is less. I also understand that supreme power parts has a deal on the Intrax/Koni set up.

VonK :: Retired

.... suspension. That means, the outside rear wheel receives the heaviest load, and experiences the larges lateral flexing of the tire's sidewall and tread. This causes that wheel to translate laterally (outward) in addition to rolling along its path. The result is that the car's rear end swings outward in the turn, thereby pointing the nose more into the turn. This is the opposite of understeer, which is excessive lateral outward translation in front, not loss of traction.

Over/understeer can be influenced to some extent by relative front/read tire pressures, at the potential expense of abnormal tread wear.

There are other effects, such as variations in tire/road contact patch pressure and coefficient of friction that come into play more with race cars using extreme low aspect ratio slicks.