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Thanks. I won S4 by .024 over Josh Luster in Aaron Shoe's SM/XA Evo. In 3rd place was Jeremy in his stock M3P (save for a set of my SCCA street class legal 19's/re71rs). Jeremy was in the challenge and coned it away getting 6th iirc.Daaang, nice job getting to final round tho.
I've been top qualifier twice and a cone away from a third, yet I've never made it out of the first round.
My experience is that with the TC and AWD in the M3P, it completely dominates in the wet. I've run FTD by seconds in the wet against competition that usually beats me in the dry. I've even had days where it either dries out or rains later so I get to see both times and I just don't drop off by as far as other cars when the traction starts decreasing. But this is also not in a completely normal AutoX environment admittedly.I would say the M3P kinda sucks in the wet with its lack of LSD and weight. It does ok but I'd take something like an STU car over it any day.
My experience is that with the TC and AWD in the M3P, it completely dominates in the wet.
Yeah, sure I would take the TM3 over 2wd in the wet but the lack of LSD is pretty significant.
BUT, at the end of the day, it just cant put the power down and has to reduce it with slip. A normal AWD car with 3 LSDs manages to find more grip at the expense of potentially blowing all 4 tires off. But driven well, An STI or Evo on same tire as TM3 "should" be superior.
How can the inner sidewall buckle more mechanically, unless one has too much static or dynamic camber? Already heavily-loaded suspension bushings (or bearings) don't have that much give, IMO.Tires are pretty worn now, especially on the inner half, but its only 70 runs and I'm pretty sure the wear is the inner wall buckling.
In a static picture of a tire on a hypothetical testing rig where you apply a friction force along the tire tread, I can see how the inner sidewall can buckle more in the case of a stretched tire.Its about the angle that it moves. The tire/wheel is basically a trapezium so how the tire rolls will depend on the angles of the wall and the inside wall of a pinched tire will buckle inward and upward (relative to wheel center). A stretched tire will deflect but push down as the wall moves.