# 04/22/2007 ECC-N WNY Event 1 Thread

**URL:** <https://forums.speedlife.net/t/04-22-2007-ecc-n-wny-event-1-thread/27647>\
**Category:** NYSpeed Automotive\
**Created:** [April 14, 2007, 8:20pm UTC](https://forums.speedlife.net/t/04-22-2007-ecc-n-wny-event-1-thread/27647 "2007-04-14T20:20:53Z")\
**Posts on this page:** 1\
**Showing post:** 129

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**Author:** ![dp2387](https://avatars.discourse-cdn.com/v4/letter/d/90db22/32.png) [@dp2387](https://forums.speedlife.net/u/dp2387)\
**Post date:** [April 19, 2007, 9:53am UTC](https://forums.speedlife.net/t/04-22-2007-ecc-n-wny-event-1-thread/27647/129 "2007-04-19T09:53:36Z")

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[quote=“fairgentleman Z,post:124,topic:27647"”]

Nah all that does is reduce the contact patch, be brave, less tire pressure in the rear = lower cornering stiffness in the rear:

Cf_a - Cr_b \> 0 = oversteer  
Cf_a - Cr_b = 0 = nuetral steer  
Cf_a - Cr_b \< 0 = understeer

For FWD car a is small…

For example a FWD car with 63/37 weight dist a would = 37 and b = 63. Therefore to approach neutral steer the cornering stiffness of the rear should be lower (achieved by running a lower tire pressure).

It’s just that overpressurizing the rear is prefered as it is much easier to control.

[/quote]

You know I’ve noticed that the STS FWD cars do seem to run lower in the rear while the stock FWD cars seem to run higher air and/or positive camber in the rear. I have no idea about the SP or P classes though, so I’m wondering if that tendancy is due to tires or control over spring rates or …

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