Suspension Upgrades

A car’s suspension is the foundation of its track performance. The Stinger GT benefits from a well-sorted setup that reduces body roll, maintains tire contact, and improves driver confidence through corners. Production suspension compromises comfort for daily driving; track use demands stiffer, more adjustable components.

Adjustable Coilovers

Coilover kits replace the factory struts and springs with a single, height-adjustable unit. This allows fine control over ride height (lower center of gravity for reduced weight transfer) and damping (rebound and compression settings). Well-regarded options include KW V3 or BC Racing BR series. These kits let you dial in the car’s behavior for specific circuit conditions—soften the rear for more rotation or stiffen front damping for better turn-in response. Expect a noticeable reduction in pitch and dive under braking and acceleration.

Anti-Roll Bars (Sway Bars)

Stiffer anti-roll bars connect the left and right suspension, limiting body roll during cornering. The Stinger GT’s factory bars are relatively soft; upgrading to Eibach or Whiteline bars (both front and rear) can cut roll angle by 30–50%. Thicker bars increase roll stiffness without adding spring rate, so ride quality remains mostly intact. Pair these with upgraded end links for durability. An adjustable rear bar allows tuning oversteer or understeer balance.

Alignment and Camber Plates

Optimal alignment is critical for track grip. Stock Stinger GT camber is typically minimal (≈ -0.5° to -0.8° front). Installing adjustable camber plates (available from SPC or Megan Racing) creates room for -2.5° to -3.0° negative camber up front, significantly improving cornering stability and tire wear on track. Add zero or slightly negative rear camber to balance rotation. Set toe to a small amount of toe-out front and zero toe rear for stability. A precision alignment session after any suspension change is mandatory.

Upgraded Control Arms and Bushings

Factory rubber bushings flex under load, introducing slop. Polyurethane or delrin bushings in the front lower control arms and rear trailing arms tighten wheel control. Some aftermarket arms (e.g., Megan Racing adjustable rear arms) provide additional alignment adjustment range. Solid bushings transmit more road feel and NVH—acceptable for a track car.

Brake System Enhancements

Stop the car with confidence after triple-digit runs. Stock Stinger GT brakes are adequate for street driving but suffer from fade under repeated hard braking on track. Upgrading pads, rotors, fluid, and lines transforms braking consistency and pedal feel.

Performance Brake Pads

Choose a pad compound suited for track use. Hawk HP+ or Ferodo DS2500 offer high friction coefficients and elevated temperature thresholds (800–1200°F). They deliver strong initial bite and resist fade. For heavier track use, consider Pagid RS29 or Carbotech XP10—these pads last longer but may be noisy cold. Always bed in new pads according to manufacturer instructions.

Upgraded Rotors

Slotted or drilled rotors improve gas venting and keep friction surfaces clean. Stoptech SportStop slotted rotors are a durable choice. Two-piece floating rotors (e.g., Girodisc) reduce unsprung weight and promote even heat distribution. For sustained heavy braking, a big brake kit (BBK) from Brembo or Stoptech Trophy with 6-piston calipers and 380mm rotors dramatically increases pad area and thermal capacity.

Brake Fluid and Stainless Lines

High-temperature brake fluid prevents pedal fade from fluid boil. Use Motul RBF660 (dry boiling point 610°F) or Castrol SRF (above 590°F). Replace stock rubber lines with braided stainless steel lines—these eliminate expansion under pressure, producing a firmer pedal and better modulation. Flush the system every track weekend or two.

Tires and Wheels

Tires are the single most impactful upgrade for cornering grip and lap times. The Stinger GT’s 19-inch factory wheels and all-season rubbers limit traction. Dedicated track tires and appropriately sized wheels unlock the chassis’ full potential.

Track-Specific Tire Choice

Choose a 200TW (200 treadwear) or “extreme performance” summer tire for dry track use. The Hankook Ventus RS4 provides consistent grip lap after lap and decent wear life. The Michelin Pilot Sport Cup 2 offers higher peak grip but wears faster. For the Stinger GT, fit 265/35R19 front and 285/35R19 rear on 9.5” wide wheels. If reverting to a square setup (same size all around), 265/35R19 on all four corners reduces understeer and improves rotation—requires alignment adjustments.

Wheel Specs and Lightweight Wheels

Lighter wheels reduce unsprung mass and rotational inertia, improving acceleration, braking, and steering response. Forged alloys from O.Z. Racing (e.g., Ultraleggera) or Enkei RPF1 shed 10–15 lbs per corner compared to stock. Target widths: 9.5” front, 10.5” rear for maximum tire footprint. Offset around +30mm to +35mm. Ensure clearance with coilovers and fenders; an aggressive alignment may require rolling fenders.

Engine Performance Modifications

Top speed gains come from increased horsepower and reduced drag. The Stinger GT’s 3.3L twin-turbo V6 responds well to bolt-on upgrades and tuning. Map out a systematic path from intake to exhaust to software.

Cold Air Intake

The factory airbox is restrictive. A cold air intake (CAI) from Agency Power or K&N Typhoon delivers cooler, denser air with less restriction. Expect 10–15 hp gain on a dyno, mostly from reduced intake charge temperatures. Choose a kit that seals against the engine compartment to avoid heat soak. Some intakes require a tune to realize full benefit.

Performance Exhaust System

A free-flowing exhaust reduces backpressure and improves turbo spool. Options include cat-back systems from Borla or Ark Performance; these typically add 15–25 hp. Downpipes and mid-pipes (removing secondary catalytic converters) provide larger gains (30–50 hp) but require a tune to avoid check engine lights. Pairing a high-flow downpipe with a cat-back yields a noticeable sound and power increase.

Intercooler and Charge Pipes

Stock intercooler heat soaks quickly on track. Upgraded front-mount intercoolers from Forge Motorsport or Mishimoto keep intake temperatures low, maintaining power in back-to-back runs. Larger charge pipes (2.5” to 3”) reduce pressure drop and help spool. Consider a dual-core intercooler for consistent performance in hot weather.

ECU Tuning

Remapping the ECU is the most significant power upgrade. Companies like Lap3, Burger Motorsport (JB4), and SFR (Stinger FI Racing) offer piggyback or flash tunes. Stage 1 tunes (91/93 octane) yield 50–70 hp gains. Stage 2 (with downpipes, intake, and E85) can push north of 500 whp. Ensure you have supporting cooling and fuel system upgrades for sustained track use.

Weight Reduction Techniques

Every pound removed improves acceleration, braking, and handling. The Stinger GT weighs about 3,800–4,000 lbs; shedding 150–200 lbs is realistic without compromising safety.

Lightweight Wheels (Unsprung Weight)

As noted in the wheels section, forged alloys reduce unsprung mass dramatically. This improves suspension response and traction over bumps. Combined with lightweight tires (e.g., Nitto NT01 in 265/35R19), you can drop 30–40 lbs total.

Seats and Interior

Removing rear seats saves about 40–50 lbs. Replacing front seats with fixed-back race buckets (e.g., Recaro Pole Position or Sparco Pro 2000) saves another 60–70 lbs. Use a lightweight battery (lithium-ion from Antigravity Batteries), which weighs just 11 lbs versus 45 lbs stock. Remove spare tire, floor mats, and sound deadening material for further savings.

Carbon Fiber Body Panels

Hood and trunk replacements in carbon fiber (from Seibon or VIS Racing) reduce front and rear weight, lowering center of gravity and polar moment. A carbon hood saves ~20 lbs; a trunk saves ~15 lbs. These are expensive but add a purposeful race look.

Aerodynamics

At high speeds, aerodynamic downforce stabilizes the car and increases cornering grip. The stock Stinger GT produces lift at speed; adding a front splitter, rear diffuser, and rear spoiler reduces lift and improves high-speed stability.

Front Splitter

A flat splitter extends forward from the bumper, creating a high-pressure zone above and low pressure below, generating downforce. Many aftermarket splitters (e.g., BMS Performance or Adro) bolt to factory mounting points. Pair with a front lip and canards to balance airflow. Keep the splitter within track regulations (usually no more than 2” forward of the bumper).

Rear Diffuser and Spoiler

The factory rear diffuser is cosmetic. An aggressive diffuser with vertical fins (like Velossatech or SoloWerks) accelerates underbody airflow, reducing rear lift. A rear spoiler (Gurney flap or adjustable carbon wing) adds downforce and reduces drag at speed. Too much rear downforce without front balance can cause understeer; test to find the right setup.

Drivetrain Upgrades

Power is useless without effective delivery. The Stinger GT’s all-wheel-drive system (GT2 models) or rear-wheel-drive (base) need reinforcing for track abuse.

Limited Slip Differential (LSD)

If your Stinger GT is RWD, an aftermarket LSD (e.g., Quaife ATB or Wavetrac) dramatically improves corner exit traction, allowing earlier throttle application without inside wheel spin. For AWD models, upgrading the front differential fluid and adding a rear LSD also helps rotation.

Transmission and Motor Mounts

Stiffer mounts reduce drivetrain shudder and improve shift precision. Powerflex polyurethane transmission mount inserts and 84 Motorsports solid motor mounts (for RWD) cut engine movement. This translates to better power transfer and less wheel hop.

Cooling Systems

Track sessions stress the cooling system. Overheating oil, transmission fluid, or coolant leads to power reduction or mechanical failure.

Oil Cooling

Install an oil cooler kit (e.g., Mishimoto or Setrab) with a thermostat to regulate oil temps. A 25-row cooler with ducting keeps oil under 250°F on summer track days. Consider an oil cooler that replaces the factory heat exchanger for better flow.

Transmission and Differential Cooling

If you track frequently, a transmission cooler (for automatic) helps prevent slipping. Some tuners offer a separate cooler with a pump. For the rear differential, a diff cooler (available from Stinger FI Racing) ensures reliability during extended sessions.

Driver Modifications

Upgrades only help as much as the driver can exploit them. Investing in your own skills is the ultimate performance enhancement.

Data Acquisition

Use a GPS lap timer (e.g., AIM Solo DL or RaceCapture Track) to record speed, throttle, braking, and G-forces. Analyze data to find braking points, corner entry speeds, and acceleration zones. Lay your data over faster drivers’ laps to identify improvements.

Advanced Driving Courses

Sign up for a high-performance driving school (HPDE). Organizations like NASA or PCA offer coached sessions. One weekend of instruction is worth more than $5,000 in parts. Focus on smooth inputs, vision, and weight transfer management.

Final Thoughts

Upgrading a Stinger GT for track use requires a systematic approach. Start with tires and brake pads—these provide the greatest immediate lap time improvement. Then suspension, weight reduction, and power mods follow. Always maintain a balance between grip, power, and reliability. Budget for heat management (cooling) and a good alignment. Track safety gear (fire extinguisher, helmet, harness) should never be skipped.

With the right combination of components and driver skill, your Stinger GT can punch well above its weight on any road course. Prioritize reliability over peak numbers—consistent laps are faster than one hot lap followed by cooling off. Enjoy the build, and see you at the track.

References and recommended retailers: Burger Tuning (JB4), Whiteline Performance (suspension), Tire Rack (tires/wheels), Hawk Performance (brake pads), Forge Motorsport (intercoolers).