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It's amazing how similar this kit looks to the product that Bruce Griggs has been producing for years. It's almost as if someone duplicated all of Bruce's components????. Almost like someone had a set of the Griggs engineering drawings and decided to produce the parts on their own???? HUmmmmmmmmmmmmmmmm. Just wondering............

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Before anyone assumes how well the Shelby/Cortex kit is designed I suggest contacting SPP or go to the man himself and ask questions.

Filip Trojanek

Managing Partner

CorteX Racing

415.486.0866

If I'm not mistaken Colin (I dont recall his last name) or GR40Freak who does frequent TS works for or with Cortex (and formally of Griggs, I think), hopefully he'll pipe up.

 

 

It's amazing how similar this kit looks to the product that Bruce Griggs has been producing for years. It's almost as if someone duplicated all of Bruce's components????. Almost like someone had a set of the Griggs engineering drawings and decided to produce the parts on their own???? HUmmmmmmmmmmmmmmmm. Just wondering............

 

 

Here is your link between the two companies I suppose...

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There is no rear upper control arm in this kit.

Does this mean the OEM one is plenty strong enough for track use?

Also: Its a full rubber bushing (both sides) as the lower arms in this kit are half heim / half rubber

Does that make no problem to the setup?

Or is the UCA an additional part you have to buy to get the whole setup complete and efficient?

They do not change the front control arms bushings either so it might be the stock rear UCA is not an issue...

Just thinking.

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Here is the Griggs suspension system and it includes the Torque Arm as part of the kit.

 

 

 

GR40SS Super Street Complete Chassis System

- Lateral Link: Adj. Watts Link (Heim jointed) - Rear Anti-Roll Bar: No Thanks

 

 

- Rear Control Arms: Aluminum Rear Control Arms (Heim jointed)

- Wide Wheel/Tire: "315 Kit" for use with wide wheels/tires $4,770.50

 

 

 

SS%20Basic%20rev1bg%20.jpg GR40SS Super Street Complete Chassis System

- Lateral Link Adj. Watts Link (Heim jointed)

- Rear Anti-Roll Bar Please choose one

- Rear Control Arms Aluminum Rear Control Arms (Heim jointed)

- Wide Wheel/Tire "315 Kit" for use with wide wheels/tires $4,770.50 pixel_trans.gifSub-Total: $4,770.50

Edited by Nitro

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There are only so many variations of an improved suspension that the current platform will support. It’s no wonder there are commonalities between the two when the ideal set-up is achieved.

Edited by EL SHELBY

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Here is the Griggs suspension system and it includes the Torque Arm as part of the kit.

 

 

 

GR40SS Super Street Complete Chassis System

- Lateral Link: Adj. Watts Link (Heim jointed) - Rear Anti-Roll Bar: No Thanks

 

 

- Rear Control Arms: Aluminum Rear Control Arms (Heim jointed)

- Wide Wheel/Tire: "315 Kit" for use with wide wheels/tires $4,770.50

 

 

 

SS%20Basic%20rev1bg%20.jpg GR40SS Super Street Complete Chassis System

- Lateral Link Adj. Watts Link (Heim jointed)

- Rear Anti-Roll Bar Please choose one

- Rear Control Arms Aluminum Rear Control Arms (Heim jointed)

- Wide Wheel/Tire "315 Kit" for use with wide wheels/tires $4,770.50 pixel_trans.gifSub-Total: $4,770.50

 

The picture shows the kit without the watts system.

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Here are a few answers to technical questions I saw reading through the posts:

 

1. Yes, the kit will fit on 2013 GT500. For track days it will be a significant handling improvement over the dual mode system and will allow the vehicle to be lowered. We are not yet sure how, if at all, removal of the dual mode shocks will affect the vehicle electronics, but we are confident if there are codes they will be resolvable.

 

2. The pictures of the system in the first post does not appear to be complete. The watts pivot and other hardware is missing. As has already been pointed out, the long tubular bar is a brace to support the bottom of the driver side watts chassis bracket. Yes, it is adjustable so to account for installation tolerances.

 

3. The rear upper shock mounts and factory mounting points at both the unibody and rear axle have been 100% reliable and are more than adequate to support the vehicle. The system as been tested on numerous race and street cars for many miles. Vehicles have even been driven back and forth between California and New York several times including during the winter.

 

4. The rear upper control arm works well for most applications. The rubber is actually helpful because it does not shock the tires as hard exiting corners. The rear upper arm can be upgraded if desired or if the bushings wear out.

 

5. The Track Pack system was designed for performance, durability, and ease of installation. El Shelby made very sound observation:

There are only so many variations of an improved suspension that the current platform will support. It’s no wonder there are commonalities between the two when the ideal set-up is achieved.

 

 

Compared to other systems on the market this system has unique geometry, a purpose engineered differential cover with integral watt mount, front struts that also accommodate 10.5" wheels (not just a rear "315mm" kit), adjustable linkage with poly bushings, TIG welded construction, and much reduced parts count for ease of installation and reliability. No corners were cut in this clean-slate design.

Edited by FilipT

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Here are a few answers to technical questions I saw reading through the posts:

1. Yes, the kit will fit on 2013 GT500. For track days it will be a significant handling improvement over the dual mode system and will allow the vehicle to be lowered. We are not yet sure how, if at all, removal of the dual mode shocks will affect the vehicle electronics, but we are confident if there are codes they will be resolvable.

2. The pictures of the system in the first post does not appear to be complete. The watts pivot and other hardware is missing. As has already been pointed out, the long tubular bar is a brace to support the bottom of the driver side watts chassis bracket. Yes, it is adjustable so to account for installation tolerances.

3. The rear upper shock mounts and factory mounting points at both the unibody and rear axle have been 100% reliable and are more than adequate to support the vehicle. The system as been tested on numerous race and street cars for many miles. Vehicles have even been driven back and forth between California and New York several times including during the winter.

4. The rear upper control arm works well for most applications. The rubber is actually helpful because it does not shock the tires as hard exiting corners. The rear upper arm can be upgraded if desired or if the bushings wear out.

5. The Track Pack system was designed for performance, durability, and ease of installation. El Shelby made very sound observation:

Compared to other systems on the market this system has unique geometry, a purpose engineered differential cover with integral watt mount, front struts that also accommodate 10.5" wheels (not just a rear "315mm" kit), adjustable linkage with poly bushings, TIG welded construction, and much reduced parts count for ease of installation and reliability. No corners were cut in this clean-slate design.

 

Thank you for all your explanations!

How would you describe the typical use of this setup?

Is it a track only stuff? Is it livable on the street for an occasional canyon carver?

Is there a lot of NHV transmitted by the system? (I noticed you have always kept one rubber bushing at one side and never get to full heim jointed arms...)

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Patrick,

 

This is definitely not a "track-only" Most of the systems out there are on street cars that get driven at track days. There are quite a few daily drivers. Although the system does transmit more NVH than factory rubber bushings, it is very, very livable. The poly bushings do take a significant amount of NHV out. What's nice about the system is that just by changing the spring rates the car becomes a lot more compliant for those that drive on torn up roads like in California. For 100% track cars the poly bushing can be removed and standard heim joint rod ends will thread right in.

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This system eliminates the need for a rear sway bar?

Is that because of the adjustable roll center (moved up and down with the watts center pivot on the rear cover)?

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This system eliminates the need for a rear sway bar?

Is that because of the adjustable roll center (moved up and down with the watts center pivot on the rear cover)?

 

 

Patrick,

 

No, this system is designed to retain the rear sway bar. Having the rear bar on the car improves the ride quality because the springs do not need to be as heavy.

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Patrick,

 

No, this system is designed to retain the rear sway bar. Having the rear bar on the car improves the ride quality because the springs do not need to be as heavy.

 

 

So do you use the OE swaybar or does one come with the kit and isn't pictured?

 

What about the front bar?

 

 

Phill

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Boy ! Go out of town for a couple of days with the wife and the kids go wild ! Welcome aboard Filip. Now the rest of you kids go out and buy a book or two by Carrol Smith and don't just eat the pages - read - because there isn't anyone who can explain what it takes years to learn in just a couple of posts on a forum. JMO I REPEAT JMO.

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The system does not come with anti roll bars (ARBs). It works very well with the factory SVT Package ARBs that are an option when purchasing a new vehicle. For a better solution, the bars we recommend are the Eibach 3 position adjustable 35 mm front and the matching 25 mm Eibach rear S197 mustang units. They come as a front/rear kit or individually. Having front adjustment is extremely useful for a track car dealing with varying conditions, tires, and tracks.

Edited by FilipT

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Anything in the works for offering a torque arm kit through SPP that can work with either the SPP Track Pack or with the SPP / Fays2 watts linkage setup ?

Edited by Albino500

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Anything in the works for offering a torque arm kit through SPP that can work with either the SPP Track Pack or with the SPP / Fays2 watts linkage setup ?

 

 

If a torque arm is something SPP customers are going to want there is a very good chance the torque arm will be added to the options list for the CS Track Pack System.

Edited by FilipT

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And how about the 18 x 10.5" wheels ? Ones that will clear either the factory Brembos and /or the SS Baer 6-Piston calipers ??

Edited by Albino500

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1. To use 10.5" wide wheels with the system will require that you find some with the proper offset. The correct offset is +45mm for a 10.5". Currently this means ordering custom wheels because that size is not standard. A one-piece 18 x 10.5 +45mm will be available in a few weeks.

 

2. Currently the CS system is only available as a complete package.

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Patrick,

 

This is definitely not a "track-only" Most of the systems out there are on street cars that get driven at track days. There are quite a few daily drivers. Although the system does transmit more NVH than factory rubber bushings, it is very, very livable. The poly bushings do take a significant amount of NHV out. What's nice about the system is that just by changing the spring rates the car becomes a lot more compliant for those that drive on torn up roads like in California. For 100% track cars the poly bushing can be removed and standard heim joint rod ends will thread right in.

 

''

 

When you say compliant on torn up roads. Do you mean less bumpy and all over the place?

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''

 

When you say compliant on torn up roads. Do you mean less bumpy and all over the place?

 

 

The car will drive straight and true either way, but yes, softer springs will make a road seem less bumpy. That is true on most any vehicle assuming you don't hit pothole that bottom out the suspension.

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The car will drive straight and true either way, but yes, softer springs will make a road seem less bumpy. That is true on most any vehicle assuming you don't hit pothole that bottom out the suspension.

 

 

hmmm I don't know anything about this stuff but how come you are using a softer spring for a track pack? Wouldn't stiffer springs be better on the track? Also do you sell these springs separately and would they work with the electronic shocks on the 13? The ride on my 13 is a tad too rough on the normal mode around town.

Edited by svt13

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hmmm I don't know anything about this stuff but how come you are using a softer spring for a track pack?

 

 

To allow the suspension to do the work, not the chassis.

 

 

Phill

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hmmm I don't know anything about this stuff but how come you are using a softer spring for a track pack? Wouldn't stiffer springs be better on the track? Also do you sell these springs separately and would they work with the electronic shocks on the 13? The ride on my 13 is a tad too rough on the normal mode around town.

 

 

We are not using softer springs on this system. That was a side discussion someone ask about for using this kit as a daily driver. The springs on this kit are substantial stiffer than OEM springs and are a lightweight coil over style spring that cannot be fitted to the stock suspension. The adjustable suspension on the '13 GT500 most like changes the compression/rebound settings of the shocks. That is different than changing spring rates and definitely a compromise for track use. This coil over system gives you adjustable ride height which you do not have with the OEM style suspension.

 

I hope that clears things up.

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We are not using softer springs on this system. That was a side discussion someone ask about for using this kit as a daily driver. The springs on this kit are substantial stiffer than OEM springs and are a lightweight coil over style spring that cannot be fitted to the stock suspension. The adjustable suspension on the '13 GT500 most like changes the compression/rebound settings of the shocks. That is different than changing spring rates and definitely a compromise for track use. This coil over system gives you adjustable ride height which you do not have with the OEM style suspension.

 

I hope that clears things up.

 

 

Hello Filip.

 

My car is a 2011 ShelbyGT500 Convertible with SVT Performance Package.

 

Would it be possible to get specific spings with the correct sping rate for a convertible because of the more weight of a convertible to the coupe?

 

Are the Coil Overs standard double adjustable?

 

Greetings from Germany / Grüsse aus Deutschland ;)

 

Christian

Edited by 69er-sagittarius

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Hello Filip.

 

My car is a 2011 ShelbyGT500 Convertible with SVT Performance Package.

 

Would it be possible to get specific spings with the correct sping rate for a convertible because of the more weight of a convertible to the coupe?

 

Are the Coil Overs standard double adjustable?

 

Greetings from Germany / Grüsse aus Deutschland ;)

 

Christian

 

 

Yes. When you order just include a note stating that you have a 2011 convertible. The standard struts are single adjustable. If you want doubles adjustable then that is an option you can add at check out for an additional $299. The rear shocks are single adjustable and currently CS is not offering a double adjustable option.

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