Then do a H2B with a ITR trans. You'll some fun.

 

true on both accounts. But, adding the necessary weight would likely detract from any performance gained (and yes "weight" can be added with aero downforce... but really). Pressure adjustments can be handy but must be "dialed in" with careful observation.

the net effect of a wider tire is a larger area of contact. the length lost is something like 20-25% of that gained in width.

more in-depth reading for those interested.

EDIT: ...and here's why most of what i just stated doesn't matter <Friction (and contact patch size)> the internet is just bursting with info.. although the first article i referenced showed that wider tires to have a larger patch, this second one explains that the larger area won't give more traction/friction. at the very end the author explains why tires are wider in performance applications.

this has all been very enlightening.

 

throw a tarction bar on and a camber kit and then get a good alignment, subframe braces and rear LCA's wont help for traction those are for body roll more so for circuit or rally racing

 

True enough. The internet is full of arguments about it. If i get a chance I'm going to look through some databases for a peer-reviewed academic article on it. see what i find

 

lsd will evenly control your wheelspin, not eliminate it. struts, traction bars, and some falken or p-zeros will help with your problem, not putting it all the way to the floor until the tires hook is also a good move if your trying to actually race someone and not bake em

 

That was some very interesting reading, although now my head hurts a little bit, given that I was never good at math and equations scare me, lol. It also pisses me off a little bit, because now I can't TRULY justify buying wider rims and tires for the performance aspect.

 

The wider stance would still give slightly more stability, ignoring the traction situation completely.