Ohlins R/T Coilovers

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.

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.