Steering gets so stiff can hardly turn the wheel with all my might when suspension is under hard load on track during HPDE events.

[LouG]

I took my car out this past weekend and found the hard steering issue with my car, it is nothing mechanical, it's the driver.
When I turn into a tight right-hand turn without realizing I shift my left-hand placement from the 11 o'clock position to 7 the o'clock with my right hand on the shifter during the turn.
This makes it difficult for me to turn the wheel coming out of the turn. I tried keeping my left hand at the 11 and I had no problems steering in the same turn.
After trying both hand placements I prefer the 7 o'clock to the 11 even if it makes it more difficult to steer because with the limited motion I don't over correct out of the turn.

I hope you get your cars issue figured out.

Why are you steering with one hand on the shifter? You shouldn't need to change gear until past the corner exit if you enter the turn in the right gear.

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[Sofa King]

Can you get more by cutting that hole? If not, does somebody make a bigger hole?

Did you post a how to thread with photos or video anywhere here?

Yes the hole can be cut... steeda makes a cutter for that...

 

[Junkyard Dog]

Hi all,
This is my first time posting in any mustang forum but I have been a long time looker.
I have had my 2024 Dark horse for 6 months now and have taken it to 7 HPDE track days so far and will be at COTA in a few weeks for a two day event to end the year.
I have really enjoyed the car but there are two things that Have been bothering me and don’t seem right.
The first thing isn’t the end of the world just slightly annoying, is shifting to fourth gear when under hard load I pretty much have to slam it almost as hard as I can to get it to go in to gear.
And the second thing which is the thing I am most concerned about is, When under heavy breaking the steering wheel is so stiff I can’t turn it at all until I have let off the breaks by probably 50% or so, and under a heavily loaded up turn it takes all my might to hold it turned enough to complete the turn. I am thinking there may be something wrong with the EPAS system but I thought I would post in here and see if anyone has experienced either of these issues and if maybe there is some stupid easy fix.
Thank you all for welcoming me to the group.

So you have a manual, too, so, um, well, I have a question . . .

 

[fvinazdesert]

Can you get more by cutting that hole? If not, does somebody make a bigger hole?

Did you post a how to thread with photos or video anywhere here?

There is no more adjustment possible with the factory Plates, you need to replace with an aftermarket version to get more, mine are maxed out. With aftermarket plates enlarging the hole is required and there are tools to do that.

Below is the link for instructions on how to remove the Camber Plate Screws. This is what I used, and it's a well-done piece and a fairly simple process.

Removing the CFTP camber plate screw pins | 2015+ S550 Mustang Forum (GT, EcoBoost, GT350, GT500, Bullitt, Mach 1) - Mustang6G.com

 

[fvinazdesert]

Oh, one more question: did you ever track it with the factory setting, and did the -2.5 degrees make a big difference?

According to this:
https://www.mustang7g.com/forums/attachments/alignment-specs-s650-pdf.570064/
the front camber spec is only -1.2°
rear is - 1.14°

but they both have +/- 0.75°, which seems like a huge tolerance

I never checked the factory setting before the adjustment; however, I did track it before and yes it makes a big difference.
The first turn you'll feel the difference.

 

[fvinazdesert]

Why are you steering with one hand on the shifter? You shouldn't need to change gear until past the corner exit if you enter the turn in the right gear.

The RPMs are too high for me to downshift into second gear when I enter the corner, as the engine slows down during the turn I am then able to get into second, that's where I need to be to accelerate on my exit.

 

[Junkyard Dog]

The RPMs are too high for me to downshift into second gear when I enter the corner, as the engine slows down during the turn I am then able to get into second, that's where I need to be to accelerate on my exit.

A10 in Track Mode does all this downshifting for me as I am standing on the brakes, usually 3-4 gears going into a turn.

 

[Junkyard Dog]

There is no more adjustment possible with the factory Plates, you need to replace with an aftermarket version to get more, mine are maxed out. With aftermarket plates enlarging the hole is required and there are tools to do that.

Below is the link for instructions on how to remove the Camber Plate Screws. This is what I used, and it's a well-done piece and a fairly simple process.

Removing the CFTP camber plate screw pins | 2015+ S550 Mustang Forum (GT, EcoBoost, GT350, GT500, Bullitt, Mach 1) - Mustang6G.com

That link was very helpful, thanks.

I guess I am just shocked that I can cruise the interstate with -2.5° of camber without wearing out the inside of the tread. Maybe I will make this change and drive around like that on the street - them maybe look to get more adjustment from aftermarket camber plates for the track later.

I am seeing guys running -3° or more . . . then set it back to 2.5 or 2 for the street.

 

[fvinazdesert]

That link was very helpful, thanks.

I guess I am just shocked that I can cruise the interstate with -2.5° of camber without wearing out the inside of the tread. Maybe I will make this change and drive around like that on the street - them maybe look to get more adjustment from aftermarket camber plates for the track later.

I am seeing guys running -3° or more . . . then set it back to 2.5 or 2 for the street.

What eats up the tires in the toe adjustment, the key is to keep it as close to zero as you can and you should be good.

I'm running Michelin Pilot Sport 4S Tires.

Anything more that 2.5 degrees would be really aggressive for the street and would definitely cause inside wear issues as well if I drove almost exclusively only highway.

 

[ISLAND DARK HORSE]

Happens to me as well. It's fucking dangerous. High speed braking while you have steering angle in.

This is why I'm selling the car. I can't drive it like this.

 

[LouG]

The RPMs are too high for me to downshift into second gear when I enter the corner, as the engine slows down during the turn I am then able to get into second, that's where I need to be to accelerate on my exit.

OK, that's not good practice, shifting mid corner can be a prelude to to tears.
When you downshift are you heel/toeing or rev matching? If not 3rd might be a better option.

 

[AZ_Ryan]

Oh, one more question: did you ever track it with the factory setting, and did the -2.5 degrees make a big difference?

According to this:
https://www.mustang7g.com/forums/attachments/alignment-specs-s650-pdf.570064/
the front camber spec is only -1.2°
rear is - 1.14°

but they both have +/- 0.75°, which seems like a huge tolerance

The factory spec is VERY conservative by track standards

That link was very helpful, thanks.

I guess I am just shocked that I can cruise the interstate with -2.5° of camber without wearing out the inside of the tread. Maybe I will make this change and drive around like that on the street - them maybe look to get more adjustment from aftermarket camber plates for the track later.

I am seeing guys running -3° or more . . . then set it back to 2.5 or 2 for the street.

I ran -1.7 camber on my Mach 1 with no wear issues. It's a common myth that kind of camber causes wear issues in the street. I was told you need to be over -2 camber and really throwing it around before uneven wear starts.

And yes, more aggressive camber definitely helps on the track.

 

[fvinazdesert]

OK, that's not good practice, shifting mid corner can be a prelude to to tears.
When you downshift are you heel/toeing or rev matching? If not 3rd might be a better option.

3rd gear is slower coming out of a corner at 30 mph, second is the only option if I really want to accelerate as fast as possible on my exit.

Heel/Toe is a form of rev matching and yes that's what I do.

I agree and appreciate your concern about mid corner shifting however that's why I bought the car so I could challenge the car and myself. I do know that a miscalculation could turn into a $80,000 mistake. There wouldn't be any tears, I would just fix the car and try again, that's what I have always done. I've had a few Mustangs over the years and drove them all the same.
This is the best one by far.

For me a little fear is what makes the car fun, if you read the below link, you'll understand what I enjoy in my car

Performance Cars Used to Have Fangs. Where Did They Go? - Guessing Headlights

 

[AZ_Ryan]

For the record, I never had any hard shifting issues on the track with my Tremec. Unless the tranny wasn't warmed up, I'd be a little concerned

 

[LouG]

3rd gear is slower coming out of a corner at 30 mph, second is the only option if I really want to accelerate as fast as possible on my exit.

Heel/Toe is a form of rev matching and yes that's what I do.

I agree and appreciate your concern about mid corner shifting however that's why I bought the car so I could challenge the car and myself. I do know that a miscalculation could turn into a $80,000 mistake. There wouldn't be any tears, I would just fix the car and try again, that's what I have always done. I've had a few Mustangs over the years and drove them all the same.
This is the best one by far.

For me a little fear is what makes the car fun, if you read the below link, you'll understand what I enjoy in my car

Performance Cars Used to Have Fangs. Where Did They Go? - Guessing Headlights

Pushing the boundaries is exhilarating, it's called the zoom factor. I think it's banned now.
g forces and lean angles make you feel alive.
There's a saying, I think it goes "nothing is as exhilarating as being shot at and missed".

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