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12-25-2018, 06:05 PM | #221 | |
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12-26-2018, 03:41 AM | #222 |
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Thank you.
Yes i see it, i seems to be a quality product...by the way i didn't find some reviews of these products. https://groundcontrolstore.com/colle...eight-adjuster Mechanicaly speaking i am asking what will happen in the main/helper linking? During drop phases i am not sure that the helper will have enough "force" to re-aligned the main spring. See Fe1rx Graph. That is why the Orb ball joint which is located between Main & Helper seems better to me (i am not sure by the way). If the GC articulating perche is really smooth (-->low friction, so force to moove it) i think it will be OK. Is it a nylon ball joint? otherwise these GC articulating perches may not be compatible with helpers? For more compliance i really wanted to use helpers, so that is why i ask many questions & Sorry for my poor english speaking, it is not easy to explain mechanical topics , and it is more difficult when it is not in his first language. |
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01-22-2019, 04:05 PM | #223 | |
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I was curious about your rear spring rate move up from 120 N/mm to 140 N/mm along with the increase to 20mm rear sway bar. Seems like a big jump. Would you mind sharing the results and thoughts behind that? |
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01-26-2019, 04:57 PM | #224 |
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I'll take that as a no.
That rear suspension pivot angle is crazy! Looking at these two products to reel it in https://www.akgmotorsport.com/produc...e9x-spherical/ https://www.hypercoils.com/perches/ |
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01-26-2019, 10:41 PM | #225 | |
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I found the car still easy to drive (nannies off) at the limit with the stiffer rear springs and rear bar so don't feel I have overdone things. That said, the stiff rear bar won't work well without an LSD (although adding a stiff front bar as well might make it ok - I just don't think the car needs more total roll stiffness than I currently have). My comments are based on the car's primary function being as a track car. I have recently gone to spherical bearings at every suspension joint, plus solid rear subframe bushings. I won't have a chance to track the car in that configuration until the Spring, so can't offer any opinion about those changes yet. |
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01-26-2019, 10:52 PM | #226 | |
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The lower shock mounts can't hurt for a track only car but will likely increase NVH in a street driven car. I presume the only motivation is to get rid of some of the bending in the rear shock. Personally I don't see a lot of benefit. Although there is a fair bit of articulation at the strut attachment, the OE mount seems to be able to deal with it without too much bending moment being passed into the shock (in my opinion). |
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01-27-2019, 06:38 PM | #227 |
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fe1rx thank you for responding. This is all great information - answers exactly what I was looking for. I appreciate it.
Your assumption is correct on reducing rear bending. I looked around and found Turner offers something similar, but with a reported minimal NVH increase https://www.turnermotorsport.com/p-5...r-shock-mount/. I'll likely go with those and use your spring rates to get me towards a livable dual-duty compromise. Cheers! |
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01-19-2020, 12:12 AM | #228 |
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Fantastic amount of engineering and sharing in this thread fe1rx ! Best technical write-up I've ever seen on a forum. Thank you.
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I drove the first Saab in the very first few 24 Hours of LeMons, and I run the GTI-VR6 List.
Previous Rides: 400whp GTI-VR6 Turbo, MK2 GTI, 72 Dodge Dart, Audi Coupe Quattro, Accords, Subies |
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02-28-2021, 10:13 PM | #229 |
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Spring 2021 Update
Since I installed the MI00 Ohlins kit in 2014, I have been happy with how it has performed. If you have followed this thread you know I never installed it as Ohlins designed (it for the 3-series platform). It is gratifying that many of the changes I made have appeared in the MI01 kit Ohlins eventually came out with for the 1-series.
I am not saying that they were watching what I was up to, just that their decisions for the 1-series have largely validated my own. An obvious issue for those of us with MI00 rear dampers and 120 N/mm springs (or thereabouts) is that our dampers, having been valved for 70 N/mm springs, are not really valved properly for the rear springs we have installed. A couple more clicks works for us, but it isn’t really optimal. I have noticed that my rears tend to jack down over bumps, which tells me that the MI00 rebound damping is too high relative to the compression damping for these springs. While it was my intention to investigate this on the track with the newly installed damper potentiometers I have documented elsewhere, a bit of ham-fistedness on my part resulted in one of my rear damper needle valves getting stuck. Thankfully Barry at 3DM Suspension is a master of all things Ohlins, and he was able to free up the valve. As that requires a full disassembly, revalving the rears to the MI01 spec made sense at the same time. Barry sent me the shock dyno comparison between the MI00 and MI01 which confirmed that while the rebound damping is similar the compression damping is significantly higher on the MI01. We also discussed the issue of rear droop travel with these dampers, when using stiffer springs. Particularly when spherical bearings are installed in the rear, stiffer springs are likely to become loose at full droop, which can be very dangerous. I reduced my rear droop travel by 25mm with a custom machined part installed at the upper mount to fix this. The MI01 kit takes care of this problem by reducing the damper shaft length by 25 mm. Barry can provide an even neater solution to this problem for MI00 users by installing droop limiters inside the damper. I didn’t get him to do this on mine, as I already have a solution in hand, but I would suggest this to any other MI00 user who is getting their rear dampers revalved or rebuilt. I will report back when I get some meaningful damper potentiometer data for what is now very close to the MI01 configuration. |
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