socal2fast
Well-Known Member
what size tires would you be running on the 21" ? would we still get a good ride?
Docscurlock
Well-Known Member
You are a sick man, but I find myself strangely attracted to this photo too.JFC, that gray GT350R (with your wheels) above, is __spectacular__.
Later on, I'm going to touch myself to this photo ...
kilobravo
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Doc: This may help you get a little closer. <BIG grin>
Docscurlock
Well-Known Member
I am feeling a tingle up my leg right now.Doc: This may help you get a little closer. <BIG grin>
1crazymach
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Whatcha getting?placing my order today
VooDoo387R
Well-Known Member
How much longer before we can get CF replicas? Cause I'm holding out for those.
OP
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Yes, the SV306S. As mentioned the Multipiece need to be built in a 21"
Correct sir!
Porsche and Michelin have been at it on the 21" wheel/tire setup for a while. Shouldn't be much trouble for this platform to handle it.
Dude, I cannot wait. Just put your order in :-)4 20x11.5
&
2 18x11.5
I tried, but the replica wheel isn't an option currently. However, there will be some visuals coming in the next few weeks that I think will present some other very viable options.
OP
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New Signature Wheels are on and I had the opportunity to get the car photographed by @Summit.SS this weekend. Figured it was a good way to break all the information about the wheel setup. You will see some of my own photography mixed in as well.
The GT500 is a blast when at full tilt, and manually shifting the DCT feels superb once you learn what you are doing. The car is obviously fast and that horsepower/torque hides a lot of the weight. The 500 feels very GT350 esque in a lot of ways. Steering is tuned well for feedback. Body roll is minimal but track enthusiasts will want lower/stiffer springs with accompanying sway bars. I can say that losing the unsprung weight with the lighter wheels does make a difference with initial turn in and acceleration. In my opinion the car needs less weight more than it needs additional power. Hopefully I will be tracking the car soon.
For the initial wheel debut I wanted to showcase our lightweight Track Series wheel options. This Track Series SV503 is the same wheel we built for the Ford Performance Racing School when they won at the NASA 25-Hours of Thunder Hill in December. These are built with an emphasis on weight reduction without sacrificing strength and stiffness. Mass is moved toward the center of the wheel to assist with acceleration and deceleration. Think about putting a weight on the end of a string and swinging it around your hand. You can spin the weight faster and with less effort when the mass is closer to your hand. Same theory applies here. More contact points at the barrel help with impact absorption. Anti slip bead knurling is used to prevent tire slip on the rim. These Track Series designs are also the initial recommendation for those looking for 18” rear drag setups.
As built the Signature Wheel Track Series SV503 came in at 25/23 lbs. This is with a 20x11.5 front and 20x11.5 rear that have specific offsets. Also showcased is the deeper drop cup center. Wheels are rotatable side to side, but not front to rear. Those seeking a square rotatable setup we can help as well. Reusing the OEM 305/315 tires and TPMS are not an issue and were showcased here. The OEM wheels once removed and dismounted came in at 35/32 lbs. Giving you roughly a 40 lb weight reduction.
OEM lug nuts can be used but many of the GT350 and Raptor guys have had issues with them swelling or the chrome caps crushing. I developed custom titanium lug nuts specifically to work with our Signature Wheel. The Titanium pieces weigh half of what that OEM pieces do, increase strength, resist heat swell, and have a higher engagement point using a standard 19mm socket. With specific lengths front to rear they are also designed to protrude the same amount front to rear for a very cohesive look, and will cover the full length of the extended studs found on the carbon fiber wheel equipped cars.
Being tested now are custom 3D printed caps to cover the end of the lug nut.
In any case this is a lot to digest, so lets end it here with some bad ass pictures. This setup is also currently for sale as I prepare to debut the next wheel setup.
The GT500 is a blast when at full tilt, and manually shifting the DCT feels superb once you learn what you are doing. The car is obviously fast and that horsepower/torque hides a lot of the weight. The 500 feels very GT350 esque in a lot of ways. Steering is tuned well for feedback. Body roll is minimal but track enthusiasts will want lower/stiffer springs with accompanying sway bars. I can say that losing the unsprung weight with the lighter wheels does make a difference with initial turn in and acceleration. In my opinion the car needs less weight more than it needs additional power. Hopefully I will be tracking the car soon.
For the initial wheel debut I wanted to showcase our lightweight Track Series wheel options. This Track Series SV503 is the same wheel we built for the Ford Performance Racing School when they won at the NASA 25-Hours of Thunder Hill in December. These are built with an emphasis on weight reduction without sacrificing strength and stiffness. Mass is moved toward the center of the wheel to assist with acceleration and deceleration. Think about putting a weight on the end of a string and swinging it around your hand. You can spin the weight faster and with less effort when the mass is closer to your hand. Same theory applies here. More contact points at the barrel help with impact absorption. Anti slip bead knurling is used to prevent tire slip on the rim. These Track Series designs are also the initial recommendation for those looking for 18” rear drag setups.
As built the Signature Wheel Track Series SV503 came in at 25/23 lbs. This is with a 20x11.5 front and 20x11.5 rear that have specific offsets. Also showcased is the deeper drop cup center. Wheels are rotatable side to side, but not front to rear. Those seeking a square rotatable setup we can help as well. Reusing the OEM 305/315 tires and TPMS are not an issue and were showcased here. The OEM wheels once removed and dismounted came in at 35/32 lbs. Giving you roughly a 40 lb weight reduction.
OEM lug nuts can be used but many of the GT350 and Raptor guys have had issues with them swelling or the chrome caps crushing. I developed custom titanium lug nuts specifically to work with our Signature Wheel. The Titanium pieces weigh half of what that OEM pieces do, increase strength, resist heat swell, and have a higher engagement point using a standard 19mm socket. With specific lengths front to rear they are also designed to protrude the same amount front to rear for a very cohesive look, and will cover the full length of the extended studs found on the carbon fiber wheel equipped cars.
Being tested now are custom 3D printed caps to cover the end of the lug nut.
In any case this is a lot to digest, so lets end it here with some bad ass pictures. This setup is also currently for sale as I prepare to debut the next wheel setup.
OP
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Last few weeks with the GT500 has been a truly eye opening experience. A lot of things are different compared to the GT350R, and some things you cannot know unless you physically have the car.
Buying the GT500 for R&D is going to be great for enthusiasts. The rear brakes are so large they really necessitated a lot of changes on the wheel fitments. Materials thickness on our spokes can affect the offset, spoke to caliper clearance, and concave profile between different designs. I think many other wheel manufacturers without an actual car may find it difficult to get fitments correct. Luckily we can go on the garage and use spacers or swap wheels to determine in real life how wheels of different designs/offsets will work.
With all that said we have a few sets of GT500 wheels coming to life over the next couple weeks. First up being a set of 20x11.5 square Gloss Black SV108. These have the anti slip bead knurling on the rear only as the owner intends to hit the drag strip.
I was also able to confirm that the 315 square Michelin Pilot 4S works flawlessly with no rubbing. The car feels extremely planted on long sweepers and has no noticeable loss of turn in.
Buying the GT500 for R&D is going to be great for enthusiasts. The rear brakes are so large they really necessitated a lot of changes on the wheel fitments. Materials thickness on our spokes can affect the offset, spoke to caliper clearance, and concave profile between different designs. I think many other wheel manufacturers without an actual car may find it difficult to get fitments correct. Luckily we can go on the garage and use spacers or swap wheels to determine in real life how wheels of different designs/offsets will work.
With all that said we have a few sets of GT500 wheels coming to life over the next couple weeks. First up being a set of 20x11.5 square Gloss Black SV108. These have the anti slip bead knurling on the rear only as the owner intends to hit the drag strip.
I was also able to confirm that the 315 square Michelin Pilot 4S works flawlessly with no rubbing. The car feels extremely planted on long sweepers and has no noticeable loss of turn in.
protraxduner
Well-Known Member
I understand the brakes affect spoke design, spoke clearance, and overall concavity, which can totally change the look of any given wheel. Outside of these changes are you seeing offset changes vs previous S550 mustangs or is the rear fitment the same, specifically the REAR as i know the new front fenders are new and wider potentially creating specific offsets for GT500. Are the big brakes on the GT500 necessitating flatter spoke concavity even more so than GT350? thanks