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It really depends on what the limiting factor is.
Situation A. 2.5 turns lock to lock at the rack, you add the Perrin kit. There is enough clearance for the additional steering angle created at full lock. You still have 2.5 turns lock to lock, but the total angle change the wheel undergoes from full right to full left is greater.
Situation B. 2.5 turns lock to lock at the rack, you add the Perrin kit. There isn't clearance for the wheels to angle as far as the rack could potentially push them (rubbing the fender/fender liner/suspension component etc). Your "effective" lock to lock distance reduces to 2.3, 2.3, 2.1 turns or whatever. In this situation you'd want to limit the steering rack some way so that you didn't damage something.
Both cases will feel the same up to the limit of their travel, given the same car.
What changes, and what could be different with the AW11:
[THEORETICAL]
AW11. 2.5 turns lock to lock, tierods mounted 3" from pivot axis.
GT86. 2.5 turns lock to lock, tierods mounted 4" from pivot axis.
Both cars are 2.5 turns lock to lock, but for the same amount of steering input, the AW11 outputs more steering angle given the same tie rod movement and therefore feels "quicker."
Now, it's really more complicated than this, because you could make two 2.5 turn lock to lock racks that output different linear changes in tierod position given the same amount of steering input.
So really, total "lock to lock" turns is really only an effective measurement at a very basic level, for magazine comparos and stuff. If it at or under 2.5 stock it's likely a pretty sporty car as grandma doesn't want something twitchy on the highway, so they give her 3.2 turns lock to lock and a long lever arm on the knuckle, making things nice and easy.
Cheers
Nathan
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