I've had good luck with my Nitto 450 Extremes so far. They are V rated, so they wear better and cost less than the Z tires, and stick like mad in the corners. Decent in the wet too, although not the best I've used. However, the best I've used were another $20 a tire and I only got about four months out of them. These Nitto's are great. Quiet, predictable, good ride and great grip. They don't hook up quite like the 555's do, but close enough for my purposes. I think I'm gonna try the Khumo Ecstas next, there are some daily drivers in here using them who love them, and they are supposed to be great in the rain too.Legendary said:Corners.
True. It's a compromise of application however. While the Watt's link is arguably superior to the panhard in drag applications, it doesn't always work as well in the curves. You have to know in advance what is more important to you. The longer the distance between pivot points, the larger the arc made by it's movement, the less the rear will move in a way that causes the tires to unload in a corner. The watts link cuts the panhard bar in half, making two small panhards that have two arcs, the radius of each being half a normal panhards arc radius. For a car that drives on real roads, a panhard is the better peice. Quarter mile only, a watts link may prove to be slightly more stable side to side, but I doubt the advantage over a panhard is measurable in tenths. On a perfect road course, it may again be more positively located, but if the wheel rates aren't set to accomodate the overstiffness caused by it's short little arcs, the tires will be even more prone to unload under hard cornering. What's more important than deciding which design is better is setting up your car with the right wheel rate for the type of driving you'll be doing- and that's the part of the suspension 99% of us gearheads goof up trying to set these cars up ourselves with mix and match parts.autoXr1 said:The TA/PB geometry is certainly a far cry better than the factory design which, among other things, leads to a much harder and efficient launch. For more serious drag racers, there are better suspension set-ups like adjustable 4-links and ladder bars, but they too, have lateral locating devices. The PB DOES have some lateral movement with suspension travel, the effect is minimal, but it is enough that your more powerful vehicles are subject to tirespin, and is why you don't see PBs that often.
Griggs Racing has a "Pro-Style" drag race suspension that includes the TA with a Watt's-link. The Watt's-link does not create ANY lateral axle movement. Grigg's also uses the Watt's-link on their "World Challenge" suspensions. For more information, www.griggsracing.com
Tstang90 said:I have a H/D TA Griggs and panhard bar w/ there springs out back car rides awesome. I dont regret it at all. Good Luck forget lowering springs from BBK or any other out of the box kit you need to add 50lbs to the rear. The rear rates start at 350lbs and up for a TA converted car.
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