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The Terminator
Terminator Talk
Do you guys ever though about going for SRA ?
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<blockquote data-quote="SVTXTC" data-source="post: 16329884" data-attributes="member: 163504"><p>Built IRS is a nice thought until you get over 700RWHP. If you want safety and traction.... applying ALL of it at once in a straight line then go SRA.</p><p></p><p>I have a built SRA now and wouldn’t go back at that power level. I had a built IRS and it was flat out dangerous and squirrelly at times at the drag strip.</p><p></p><p>Lots of misinformation on an IRS comes out in these types of threads based on reservations from 03/04 cobra owners to swap to a SRA. I respect the “purist” idea of keeping to the original intention of supercharged with a IRS. Now that I have taken the original intended use to almost 2x the original power level I had to make the switch. </p><p></p><p>Unfortunately, I listened to these types of threads initially and built my IRS. I could never get the cobra to perform the way that it should. This lead to all types of failures, frustration and disappointment.</p><p></p><p>I made a decision to make it a straight line performance cobra. It all comes down to what the intended use is for your friends cobra.</p><p></p><p>Here’s some perspective from our friends at Cortex Racing: “We often see solid-axle cars keeping up with or even outrunning their IRS-equipped competitors. Why? The reason is simple: An independent rear suspension doesn’t necessarily perform better than a well-designed solid-axle setup. This is especially true for vehicles with a lot of front weight bias, like a Mustang.</p><p></p><p>It all comes down to how a car shifts its weight backward when it accelerates. That weight needs to transfer to the rear tires so they can grip the road during power-down, but it takes time to travel through the springs and shocks–especially on a front-heavy vehicle. On a high-horsepower car, that time delay shows up as lost traction.</p><p></p><p>(IRS does work well on mid- and rear-engine supercars, since their back tires don’t need as much additional weight to put down the power. Even a Corvette gets pretty squirrelly when it has a 52- to 58-percent rear bias.)</p><p></p><p>The way to speed up the process is to increase the anti-squat geometry. This allows the weight to transfer directly, without waiting for the springs to load up.</p><p></p><p>However, an IRS with significant anti-squat generally has bad rollsteer characteristics, making this an impractical solution.</p><p></p><p>The same is not necessarily true for a solid axle. A torque arm design is good for both power-down and cornering because it allows for a relatively high anti-squat value without compromising other geometry. It’s also very tolerant of rear ride-height changes (IRSis extremely sensitive in comparison) due to the stable foreaft instant center location.</p><p></p><p>If you drive on bumpy surfaces, it’s usually better to reduce anti-squat since it will let the suspension move more, allowing for more tuning and engagement of the shocks and springs. This can be accomplished by changing the angle of the rear lower control arms.”</p></blockquote><p></p>
[QUOTE="SVTXTC, post: 16329884, member: 163504"] Built IRS is a nice thought until you get over 700RWHP. If you want safety and traction.... applying ALL of it at once in a straight line then go SRA. I have a built SRA now and wouldn’t go back at that power level. I had a built IRS and it was flat out dangerous and squirrelly at times at the drag strip. Lots of misinformation on an IRS comes out in these types of threads based on reservations from 03/04 cobra owners to swap to a SRA. I respect the “purist” idea of keeping to the original intention of supercharged with a IRS. Now that I have taken the original intended use to almost 2x the original power level I had to make the switch. Unfortunately, I listened to these types of threads initially and built my IRS. I could never get the cobra to perform the way that it should. This lead to all types of failures, frustration and disappointment. I made a decision to make it a straight line performance cobra. It all comes down to what the intended use is for your friends cobra. Here’s some perspective from our friends at Cortex Racing: “We often see solid-axle cars keeping up with or even outrunning their IRS-equipped competitors. Why? The reason is simple: An independent rear suspension doesn’t necessarily perform better than a well-designed solid-axle setup. This is especially true for vehicles with a lot of front weight bias, like a Mustang. It all comes down to how a car shifts its weight backward when it accelerates. That weight needs to transfer to the rear tires so they can grip the road during power-down, but it takes time to travel through the springs and shocks–especially on a front-heavy vehicle. On a high-horsepower car, that time delay shows up as lost traction. (IRS does work well on mid- and rear-engine supercars, since their back tires don’t need as much additional weight to put down the power. Even a Corvette gets pretty squirrelly when it has a 52- to 58-percent rear bias.) The way to speed up the process is to increase the anti-squat geometry. This allows the weight to transfer directly, without waiting for the springs to load up. However, an IRS with significant anti-squat generally has bad rollsteer characteristics, making this an impractical solution. The same is not necessarily true for a solid axle. A torque arm design is good for both power-down and cornering because it allows for a relatively high anti-squat value without compromising other geometry. It’s also very tolerant of rear ride-height changes (IRSis extremely sensitive in comparison) due to the stable foreaft instant center location. If you drive on bumpy surfaces, it’s usually better to reduce anti-squat since it will let the suspension move more, allowing for more tuning and engagement of the shocks and springs. This can be accomplished by changing the angle of the rear lower control arms.” [/QUOTE]
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