Suspension Adjustment resources

[Slinky]

Folks,

Can anyone recommend a good online resource for info on adjusting suspension? A mate has just fitted some KW variant 3's to his car and I could do with doing some research..

Cheers in advance,

slinky

[Slinky]

Any thoughts on this folks??

slinky

[flemke]

Not sure what you would like, but these might be helpful:

http://www.hpiracing.com/tuning/chap_7.htm

http://www.ozebiz.com.au/racetech/theory/align.htm...

http://www.mgf.ultimatemg.com/group2/suspension/to...

[Slinky]

flemke said:

Not sure what you would like, but these might be helpful:

http://www.hpiracing.com/tuning/chap_7.htm

http://www.ozebiz.com.au/racetech/theory/align.htm...

http://www.mgf.ultimatemg.com/group2/suspension/to...

That's definitely moving in the right direction, thanks flemke..

Ideally, at the moment I'm looking to get a better understand of the effects of changes around the compression and rebound settings of an adjustable coil over setup, both for the reason stated above and my own personal understanding..

Any thoughts on that front?

[flemke]

Try these for starters:

http://www.ten-tenths.com/forum/showthread.php?t=1...
(This is actually the Race Car Engineering forum; why they chose to associate themselves with the Ten Tenths lot is a mystery.)


http://www.optimumg.com/techtips_techtips.htm

[stylussprinter]

Starting with the basics I'd say -- higher the spring rate = lower the bump setting & vici versa . Rebound settings are useful to control weight transfer under , braking , cornering . IE. If your car is rear wheel drive and the front end is pretty stiff spring wise then I'd start with 1/3 rd of the total shock adjustment bump/rebound. The rear is likely to be softer sprung so I'd start at 2/3 rds bump/rebound. A right hand corner entry will tend to give rear inside wheel lift so a higher rebound helps this a little(along with the higher front spring rate plus front ARB if you have one) . Opposite for a left hand corner.
Don't take this to the letter , it's just the route to experiment/test .

[Tam Lin]

Slinky said:

..KW variant 3's to his car and I could do with doing some research..

slinky

With the KW v3, the thing to remember is that you're really changing the initial response characteristics of both bump & rebound, rather than the overall response profile. In other words, you can have a lot of effect on initial turn in-characteristics/how stiff the car feels at low speed, but for genuine set-up, this is illusory as far as effectiveness.

I have KW v3 on a track car I'm trying to learn car set-up on. What IS very interesting is learning the basics of ride-height/weight adjustment by cornerweighing/ adjusting the car attitude. Puhn's book is quite a good thing to get to start off with. Best of luck...

[Rags]

Interesting, I have KWV3's on my BMW MCoupe, which I use daily, and have set up the suspension for feel / perceived good handling and with the help of a friend who has lots of time to tinker with his own car (has the same V3's so has experience).

Interesting!

[gareth h]

I have the same problem, fitted V3 to my monaro, spring rates were well hard. I needed a pilots license rather than a driving license, apparantly thats the way the Americans like them.
Have changed the springs 3 times and am now trying to get damper settings right, I found quite a good explanation on the Thorney Motorsport site.

[Slinky]

The guide on the thorney site is quite good, found that handy