The suspension is not complete, but I'd be hard pressed to call anything a problem. Given the fact it'll roll them over in first on a stock Spec V says a lot for what has been done.

This car fully loaded weighs about 3200-3300 LBS, that's a far cry from a 2000 lb CRX. So even though it has a longer wheel base it's tossing around a lot more weight, and the contact patch has to hold enough to pull an extra 1300 lbs of weight. So 2000 lbs vs contact patch vs 300 whp and 3300 vs contact patch vs 300 is in a totally different league. So curb weight vs. spring rate, what's comparable, how do you determine what is comparable, and then whats reasonable for a full interior daily driven street car? The rebound and dampening is far from ideal, not a problem persay but being addressed. Camber, no factory adjustmet, not going to run crashbolts, but again will be addressed w/ adjustable suspension. Taking dynamic alignment readings is a little over board for this car, going to Radio Shack and buying a $2 switch to automate an already existing $10 2 stage system is OK for now.

 

redesigned/redid the bracket, the one that was on there was too ghetto even for me

 

Sweet info

 

Your turbo sounds like it has a pipe on it and no BOV.

 

HKS SSQ w/o an insert

 

Here is my Own HMT 2 Stage Boost Controller.

The one on the RIght a Adjustable Boost Solinoid(Toggle 1) and the 2nd is Just a Open/Closed.(Toggle 2)

So in the cockpit, i have two toggle switches.

Both off = 1 Bar

Toggle one = 1.5 Bar (PUMP GAS LIMIT)
Toggle two = 2 Bars for Race gas/Water Meth

 

The Finished Product....

 

looks good, but the hard part is making it automatic and gear dependent.

I could do a 3rd stage but I'm going to wait and address other things first

 

nice info in this thread! thanks for keeping hmt the way i like it. cheap and dirty :-)

-Luke

 

this is pretty freakin sweet