Not having the limited-slip differential would be my main concern, my V6S configuration also has the Super Performance Brakes with torque-vector braking added. The premium now comes with switchable active exhaust. I ordered the 'vert so no added panoramic roof panel (but the panoramic roof is actually included on the Premium) :P. The price point between the V6 Premium and V6 S configured about +10K difference, quite significant. So it appears for $10K you get: +40HP, limited-slip differential, Super Performance Brakes with torque-vector braking, configuration dynamic mode, Sport suspension with Adaptive Dynamics. I don't think I can live without the limited-slip differential, even my current G35 Coupe comes with limited-slip differential, can't believe they would even sell this type of car with open diff. I'll stick with the V6S, just with the tune the +10K lost some of its value

 

I'm pretty sure you didn't retrofit your Bugeye with traction or stability control. While I would always prefer an LSD, and would have ordered if it had been available a la carte, I think the modern electronics essentially eliminate the need for it in street use.

I just didn't think the $15K premium was worth it for the S, and I was well aware when I purchased that I wasn't buying a car I'd ever be interested in taking to the track. With essentially equal TQ, the 40 extra HP doesn't get you much of anything except a little more top-end. You don't begin to see it until about 6K rpm.

 

@Foosh you sort of got me thinking, now about whether I really need the S model. In terms of the brakes, I can just do a big brake kit install, which is what I have typically done in the past, so that would at least increase the breaking performance and add some sexiness to the car, but yes I am not planning to track it (I have an '09 911 for that), but I do enjoy taking my car up SR-9 to Skyline here in Nor Cal, which has some amazing curves, this is probably the only place I would really push the car, but now really purchasing for racing, so @Foosh @Unhingd, does it still makes sense to shell out the $10K+

 

Jameel,

What makes sense to any given person can only be individual decision. I shared the thought process that dictated my decision, but obviously others have arrived at different decisions.

With regard to brakes, I honestly don't think you need the super performance brakes either for street use. The standard performance brakes are remarkably good.

 

If either had been available 40 years ago, I probably would have. As it was, welding the pinion gears together in the pumpkin was the most expeditious solution.

 

I'm glad you agree with me; otherwise, you'd be wrong

I suppose if you like one-wheel burnouts an open diff is better, but I've got other notions of fun.

The Miata I'm driving at the moment (Gen 1, 1.6l) was rated at 116 HP new and it's got an open diff. I suppose that's good, in a way, because the optional LSD in that year was a viscous type, and they're not highly regarded.

 

I agree, S is not worth the premium they are charging for it. Neither does R. The best deal is no-options base. Especially outside US where base has less default options and also quite cheaper.

Now, I got S because I wanted LSD and torque vectoring that wasn't available on base.

 

BTW, Foosh, I think you will appreciate this: The H-Production Bugeye had a better power-to-weight ratio than the base F-Type has.

 

LOL, thanks. That's not saying a whole lot!

 

Until you got in the driver's seat of the Bugeye/Frogeye.

 

That's OK, it was a "momentum car."

 

BTW, Foosh, I think you will appreciate this: The H-Production Bugeye had a better power-to-weight ratio than the base F-Type has.

 

It's deja vu all over again.

 

My Spitfire road racer diff is welded up!

 

Ah, yes...the poor man's LSD. Did that to the Datsun 510 as well. Not quite as fancy as the Frankland quick-change box I was running in the GT-1 car. That would be sweet if I could fit one of those to the F-Type.

 

I have to soften up the front end and run a fair bit of toe to get decent turn-in. But I like to trail the brakes so sometimes with the solid rear axle and a lighter, underpowered car you can trail brake really late and then when it starts to go loose on you, throttle out of the corner nicely.

I couldn't afford to put a proper LSD into it, and really they are basically custom for the Spitfire so we just welded it up.

The biggest downside is that a fast road/mild race spit has really great turn it and that gets compromised to some degree. But once you figure out that getting brave and not braking in a straight line will rotate the back end you can start going faster!

I heard those lockers are tricky to drive.

 

And... I only have about 95 BHP. 1500lbs though. Actually, before I decided to resto this one to Vintage race spec, I was toying with another idea.

Next project I would like to stick a 1L turbo superbike engine in a Spitfire, put the caterham style front suspension in it, and fab up a carrier to run fully independent rear suspension and a stronger diff.

I've done the math, and with fiberglass hood, doors and trunk lid, some lighter suspension and brake parts and about 240lbs lighter engine/gearbox I think I could hit 250/260BHP and around 1300lbs.

400BHP/tonne in a roller skate, sequential box. Could be a lot of fun. Or a death trap.

 

Like this

 

The guy on the right looks like he lost his teeth going through the window of his last turbo death ride.

 

Stuart, which engine do you have in the Spit? You should be able to get more power out of it even if it's the smallest 1147 engine (assuming you don't mind replacing bearings every 4 weekends). If it's the 1493 engine you should be able to get close to 140 hp out of it. I spent a bit of time building BMC engines.