[quote=Boothy]I must say my dampers are not set really hard, if anything I run them quite soft and my car feels really planted now on that bend.
When I ran with the previous very hard set up the car always felt nervous through there. 
My car does seem to roll a little looking at the photo taken on Saturday but I find the set up really nice for my needs.
[/quote]
Hey Boothy - which Nitrons are you running and how hard do you have them set ? 
TA
I think he needs a “stiffer” roll bar 
[quote=chrisexigegt]Thanks Sean - and the rest of you guys.
Lots of confidence in JSR and after a chat with John I’m going to soften the dampers a touch - maybe running them a little too stiff (hate fooking body roll).
Going to change the tyres as the fronts are the original’s and have 5K in them plus loads of heat cycles.
As a final precaution I’ll get the geo checked again.
If that lot doesn’t work I’m going to stick the biggest fooking wing on it, close my eyes and pray !!! [/quote]
I had big understeer problems until i changed my front tyres, i think from new they had around 8k miles on them. after fitting new tyres it felt like a new car, a different level of grip on cornering and braking and surprisingly the grip was brilliant in the wet on track. I also couldnt get on with the body roll and changed to nitrons with harder springs, i run mine around -12R and -14F, ride height 120-130mm.
[quote=chrisexigegt]
Hey Boothy - which Nitrons are you running and how hard do you have them set ?
TA [/quote]
Standard NTR’s mate but custom built for me while I was at nitron. IIRC 430F 560R on Eibach’s with rear 150 helpers.
I really cant remember settings but I think from memory they are either 12F and 10R or 10F and 8R from full hard…
I’ll have a play and check at the weekend, I have always been happy so never change them tbh.
Boothy
Will that not make it understeer more mate? I have no idea on this btw
Ah - I think I’ve deffo been running mine too hard to try and dial out body roll
Checked mine today and was 8FR 6Rear from full hard - springs are 500FR and 650Rear
Might change the front ARB as well while I’m at it
Thanks
Chris mate,
I recall ‘we’ had a chat about this with John (JSR) at Donnington… all the advice that I have heard and I also recall John gave is that you DO need to allow you car to roll a bit.
Perhaps you do need to accept a degree of body roll that will allow the weight transfer to take place over a ‘longer’ time period… even the F1 cars roll into corners!
Guy at Nitron also explained that the way to control roll better is to up the spring rates… hardening the damping is not the way ahead to achieve this.
My 46mm spring rates were increased from the 40mm rates by 50 lbs at the rear to 750 lbs. This has noticably cured the problem you describe that I also had last year at the same corner! I could never hit that apex either!!!
What spring rates are you running???
Pete - 500Fr and 650rear
Interesting I run 425/550 with my shock at 4 and 5 clicks from full hard, changing the tyre pressures got rid of most of my understeer, the rest I think was caused by the tyres being past their best 
Chris, - 550Fr and 750rear. Very little roll and I am running the dampers 10 from hard rear and 7 from hard front. So the dampers are actually doing their work as dampers!
Geo as has been said.
I also thought the revised 2010 Exige Cup wing made the car feel more planted through high speed corners.
[quote=blacktoy]Geo as has been said.
I also thought the revised 2010 Exige Cup wing made the car feel more planted through high speed corners. [/quote]
I thought the same fooking thing !!! 
My nitrons are 450 fronts & 600 rears with helper springs on a lardy s2 exige.
Motorsport ARB set in the middle, I have found more grip by not running the shocks too hard. Car feels very planted and neutral handing. I now run them on the same settings on the road as track.
I didn’t get on with the original adjustable bilsteins, I found the spring rates too soft, the car felt like a barge at le mans and I made everyone almost vomit on pax laps lol. They were almost ok when wound up to full hard but great on the road.
[quote=Boothy]Cheers Dave, yep I really felt I was hooking it together and then I went for some Driver training with Tim Arnold.
He pointed out that I drive in what he called the old style by driving deep into the hairpin and the bookatrack banking in order for a large sweep out at the apex.
This I believe is the way alot of instructors teach and the way I have always been taught on previous sessions. Tim taught me a different line into both bends and also through rocket and I have to say I struggled getting used to it but when I pulled it off I was really catching the cars in front. The line through rocket was much much quicker.
I am going to have to spend more time learning how to get it right but I think I’ll try and get some more time with Tim soon.
Boothy [/quote]
Interesting… I’ve heard some ‘interesting’ reports about Tim, although I’ve never met the chap so shouldn’t really comment! Its the results that count!
Which line was he trying to get you do to ?
Dave
[quote=DaveP][quote=Boothy]Cheers Dave, yep I really felt I was hooking it together and then I went for some Driver training with Tim Arnold.
He pointed out that I drive in what he called the old style by driving deep into the hairpin and the bookatrack banking in order for a large sweep out at the apex.
This I believe is the way alot of instructors teach and the way I have always been taught on previous sessions. Tim taught me a different line into both bends and also through rocket and I have to say I struggled getting used to it but when I pulled it off I was really catching the cars in front. The line through rocket was much much quicker.
I am going to have to spend more time learning how to get it right but I think I’ll try and get some more time with Tim soon.
Boothy [/quote]
Interesting… I’ve heard some ‘interesting’ reports about Tim, although I’ve never met the chap so shouldn’t really comment! Its the results that count!
Which line was he trying to get you do to ? [/quote]
I also had some instruction from Tim. Again the lines looked a little unorthodox but based on how crap I was in the morning I did as I was told. As per Boothy’s comments I found Tim’s lines were quicker and we were catching cars through the corners. His emphasis was on smoothness and minimising steering input which is one of my issues. This was also pointed out by my ARDS instructor.
I have pondered on the subject of using different instructors because they all have there own styles - I think that’s why some guys try and stick with same from track to track -discuss…
I’ve had better instruction and funny Dave should say that because I’d been wondering why how for 20 minutes I was saying the car was set up way too stiff as I could barely hit an apex skipping at every coner and he was telling me it felt fine!
His line at peel and on each loop were very poor also.
I don’t think Dave was referring to his instructional ability…
He’s been around circuits for donkey’s years, & is “well known”
As I said, I haven’t yet had the pleasure of meeting Mr Arnold.
From what I’ve heard from people whose opinion I do respect, he’s a bit of a serial fantasist and grade ‘A’ cock, so I’m in no hurry to make his acquaintance.
I think he’s had some run-ins with other very well respected instructors.
Well its interesting to hear peoples thoughts, I have to say I have always been taught to go deep into a hairpin slowing right down to get maximum throttle (or FLAT) on the way out (Red line) but he said that it was much quicker taking the blue line shown below.
Most people I watched however seemed to take the red line and I found using Tim’s line you would cut them up on the exit as you get there first (not ideal on a trackday) but I am guessing they would be building more speed on the exit for the straight?
Also his line through Rocket was different, I was shown that as you get to the tight left after the long straight to get hard on the brakes and slow and tight through the hard left getting to the left hand side of the circuit ready to get a good line and plenty of power on the right hand bend which doubles back on its self before peel. The theory as I understand it was to sacrifice the first left hander for a better exit on the right.
Tim’s line was to be on the brake’s at the end of the straight but to turn in much sooner on the tight left taking the racing line, because you do this you are then on the far right of the track so you stay there hugging the right hand curb till the apex of the right hand double back bend where you are hard on the power for the exit…
Now I must say most people I followed seem to follow my first line but Tims line did seem to really catch people through rocket.
Now I am just confused as I don’t know what was right or wrong… Who said driver training is good for you?