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The Öhlins Road & Track suspension gives our customers the ability to track their cars without losing comfort when commuting to work. The unique Dual Flow Valve (DFV) technology allows you to quickly change the stiffness of the shock absorber. When arriving to the racetrack or favorite twisty road, just turn the golden knob clockwise on the damper to set it in race mode. This adjustment changes all four areas in the damper; low and high speed compression and rebound damping.

We offer a few versions depending on your needs.
OTS is exactly what it sounds like; straight from Öhlins with their valving and spring rates. Standard spring rates are 400/458lb and these work really well for a mostly street application.




Track Packages consist of our proprietary custom valving and dyno'd shocks. For certain applications we change to Eibach ERS springs with higher rates along with internal modifications in order to optimize the setup for the track. These are still streetable but biased to get the most out of a track environment. Due to the single adjuster on R/T shocks you end up adjusting both compression and rebound at the same time, which keeps things simple and user friendly. However, this is where our custom valving really shines, we are able to tailor the base compression and rebound curves to get them into the desired range, which gives you great compliance on rough surfaces and surprisingly good ride quality for a performance suspension package. The adjuster knob still works like before; clockwise for the track and counter-clockwise for the street or rough surface tracks. Shoot me a message to determine what springs rates makes sense for your application.


GT3 LCAs and Tarret Cup Series LCAs will get you the precision control and alignment ability you need for a dual purpose Cayman >:D.





 

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I would like to add that the combo of Ohlin R&T with standard a standard spring rate and the Tarett Cup LCA's are made for each other. The sweet spot of each is reached on the track, where you can crank up the stiffness of the Ohlins to 2 f and 4 in the rear, while pushing out the tract of the car using the internal shims of the LCA's to give additional camber. The wheel rate of this combo is reduced due to less weight of the LCA's vs OEM, which allows the Ohlins to act like a real track shock. Using light weight wheels really helps this combo work its magic as well.

The spring rate and the stiffness of the LCA's bushings are very appearant and really increase turn in, throttle modulation mid corner and braking as in trailbraking. The solid thurst puck in the Tarett is the key as it removes any mushiness and eliminates the forward and rearward movement of both the front and rear wheels. This allows for a more aggressive toe set up, like 6 minutes of toe out in front and 12 minutes of toe in in the rear again focusing on what this combo allows the turner to do to liven up the RE71R or Hoosiers.

This comb works best when using a rear frame brace, like Pedro's Technobrace.

For daily drivablility, simply change your wheels and tires and click the adjuster to a softer setting, like 15f and 18r and you are set to go on your way. The spring rate is really absorbed by the Ohlin's DFV technology. They also allow you to use a little larger footprint daily tires to minic the great turnin and other features provided by the race wheels/tires. You are getting the best of both worlds.
 

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So I added the adjustability of the Tarett GT bar to the mix of Ohlins, Tarett Cup LCA's, and wide wheels/RE71R's or OEM wheels/Michelins PS4's. Last year, I basically set the swaybars on soft (hole 2 f from soft and 2 hole rear from soft) and left them there focusing on the adjustablility of the shocks/spring rate and tire pressures. The balance of the car seem very good as I was able to 4 wheel drift around a few features on the autocross track. Did not experience any throttle push on corner exit or oversteer on trailbraking so I left it alone but noted the position in my book. I moved the swaybars up one hole stiffer front and rear. This made the car a lot more jittery going over bumpy back country roads with my normal 15 clicks f and 18 clicks r Ohlin setting for daily work.
After reading about the additional springrate (added approx. 50 lbs/in f and 30 lbs/in r) that I just induced by changing the swaybars, I found that I needed a lot more rebound to quiet down the suspension (Ohlin spring rate 400 lbs/in f and 458 lbs/in r). I have settled on 5 f and 8 r for now as my daily driver and checking for balance issues, none at this point. I may back off a little after I get a good sense of what this setting is doing. Working on the fronts as the adjustments seem more appearant and its easier to change settings.
So fast forward to this 2019 season, I did back off on the Tarett GT Swaybars one hole softer f&r. Now, the Ohlin's are the fine tool for flat/smooth tracks and bumpy ones. Clicks from stiff 4 to 8 with the rear being 2 clicks softer than the front. Seems that produces the best balance while using light weight wide wheels and RE71R's 255/35/18 f and 275/35/18. With newly purchased Hoosiers A7's, the Ohlin shock balance of the two clicks softer in the r works well. I started from 3 clicks from stiff f to 5 on a bumpy track with the rear moving to 7.
 

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Follow up suspension adjustments for the 2019 autocross season. Stiffened the swaybar in front to 2 from stiff (5 holes)and 2 from stiff (4 holes) in r using Tarett GT bars. Then adjusted Ohlins to 4 clicks from stiff f and 7 clicks from stiff r. On dry moderate temps smooth runways, which PCA NW uses, I had a slight understeer, mostly from a little too much f swaybar. Backed off to the middle hole out of 5 f and 3 hole from stiff r. Tires , using 28 lbs f and r. I have -2.7f and -2.5r camber. With this pressure, no shoulder tire rollover.

For the cold wet weather, backed off one swaybar hole f & R. Also, backed off to 7 clicks in f and 10 clicks in the rear. Tire pressure to 26 f and 27r on RE71R's 255/35/18f and 275/35/18r. Not sure about this setup as I was not as competitive as a couple of other cars in my class. Wet driving can really seperate the smooth drivers from the more aggressive drivers.
 

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I just upgraded to Titan 7 TS-5 with Hoosier A-7's. This changed my suspension in a big way. Had to change the fronts to 3 from stiff and the rears to 5 from stiff. Still had a lot of dive into the corners. I believe that with the bumpy track, the correct setting should have been 5f and 7r. What would it take to respring the shock and change the valving. My competition is a new 911 Touring and a GT4. I's trading 2nd place with the 911, but the GT4 is 4 seconds better. Packwood this past weekend, may need a stiffer spring setup with valving. Alignment and more camber.
 

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After settling down after back to back days with new 40TW tires, rather than changing all sorts of stuff, Hoosier A7 user manual suggest to become a smoother driver rather than tossing the car around the track. So, next event, Ohlins will be 5 clicks f from stiff and 7 clicks r from stiff to start. The Bremerton track is flat with some broken pavement. I will start with Hoosier PSI set to 34 f&r as per their A7 manual. So, driver smoothness is my goal in the next few events with some small changes to the setup as needed.
 
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