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Suspension | Chassis | Brakes -- Sponsored by 949 Racing Relating to suspension, chassis, and brakes. Sponsored by 949 Racing.


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Old 09-19-2019, 12:35 PM   #15
venturaII
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Ahhh...didn't realize the piston was hidden. I assumed an inverted damper would have a piston similarly exposed like that of inverted motorcycle forks. Got it now.
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Old 09-19-2019, 12:47 PM   #16
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If those were the pistons, this would be a hydraulic press.
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Old 09-19-2019, 12:48 PM   #17
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Originally Posted by jsimon7777 View Post
If those were the pistons, this would be a hydraulic press.
Hence, my initial "Wow!"...
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Old 09-19-2019, 01:02 PM   #18
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Realy nice bit for strut mounts and shocks to be designed right away with performance alignment in mind, as i highly doubt anyone buying these will stick to using OE alignment's 0 front camber. BTW, for adjusting max steering lock to not rub i can suggest this steering limiter kit from Verus originally designed/sold as part from brake ducts to not rub, to not need to make/design something from scratch. Imho right camber is more important on track, then slightly wider max steering angle.

I'd suggest to post also to quicken dialing w/o trying every possible combo some suggested base ballpark numbers to dial shock for few common use/tire types. Eg. for DD/comfort dial this much clicks, for track this, for grippy slicks this.

Some may wish/ask for shock dyno charts.

Can you tell, what current shock bump & rebound travel is front & rear for these? (preferably posting also for comparison stock's).

Also what is advised height adjustment and what are min & max values of range? (to me it doesn't matter so much how low one can slam, but if i will be able to dial it to at least OE height)
No plan to offer the Verus steering limiter kit. On the Miatas, and Mustangs we developed as well as the 86, we just don't use full lock when parking. Not quite as fool proof as actual limiters but we're OK with that.

We always publish dyno charts, when the time comes.

Our view on presets or recommend adjustments is that there is no such thing. As a brand, we prefer not to spoon feed actual tuning settings to folks but instead really drive the point home on how important and critical it is to learn your own setup personally. Become your own expert. No one on the planet can tell you what your optimum ride heights, camber settings, rake, pressures or damping settings are. In fact, those optimum settings change as your tires cycle out, weather changes, switch from HPDE to TT or autocross.

You buy a bunch of hardware that is highly tuneable, learn to tune it. We'll be right there with info on how to go through the process of learning what adjustments do what. We'd rather educate you on how to set the car up than to take a guess on what we think you might need and possibly steer you in the wrong direction.

When it comes to starting points, they are just that. If you don't care how optimized your set up is, then just pick a baseline and leave it. If you do care about optimizing then you are the only one on the planet that knows what you like and what you need. You are going to do sweeps through all the settings so starting point isn't as critical. We'll publish a single baseline to start with but strongly encourage owners to "mess with it" to find their own sweet spot.
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Old 09-19-2019, 01:04 PM   #19
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Right...they have the same large piston to body ratio...are you saying the piston itself is no bigger than OEM..?? I'm confused as to what you're saying..
as others have mentioned, piston size is not the same as shaft diameter.

aftermarket is larger, yes, but

1) if it's very expensive, usually it's a proprietary/own design for pistons, so the size varies based on application need, or
2) if cost is of concern to manufacturer, they often outsource to the same handful of shock component makers. it's why half the aftermarket shocks have the same "46mm" piston because it's all made by BC or someone copying BC's design.
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Old 09-19-2019, 08:37 PM   #20
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Originally Posted by venturaII View Post
Hence, my initial "Wow!"...
A smaller shaft diameter is actually better when possible because then you have more of the surface area of the piston available for tuning damping characteristics.
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Old 09-23-2019, 04:52 PM   #21
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Should also mention that the all Xida kits will ship with two sets of "camber chips"; one low offset, one high offset. The chip is the eccentric insert in the flange that locates the mounting bolt. Each chip can be flipped into either higher or lower camber. So you have four possible camber positions. The lowest of four camber positions should equate to about -.75 degree at OEM ride height, stock basically. From there you can add camber by flipping or swapping chips and also by lowering the ride height. The intent is to make it possible for drivers to reach camber ranges usually beyond even the best aftermarket camber plates, but without requiring camber plates at all. This makes setting up the suspension more affordable.

Of course, drivers can still run camber plates and either add camber by adjusting plates, using the chips or a combination of both.

Based on a lot of tire pyrometer, AIM data, driver feedback and tire wear, we know the 86 can often use up to -4.5 camber up front with certain tire and wheel combos. Even with crash bolts and camber plates, we never got near that on Blub unless we ran the car so low the suspension stopped working. We aim to fix that
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Old 09-23-2019, 06:28 PM   #22
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Sign me up

Hopefully being a club orange member works for the 86 platform stuff too!
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Old 09-23-2019, 11:04 PM   #23
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Offset camber inserts like rally coilovers have? Both ensurance against slipping and ability to use stronger against sheering/thicker OE bolts even while having several camber choices. I'd sometimes wish for this to be more widespread among coilovers makers, as seems not too expensive, but very advantageous on many accounts solution to camber change (of course, for fine adjustments better paired with another, like single set of camberbolts or camberplates).
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Old 09-26-2019, 12:10 PM   #24
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I am assuming that the spring packages will be interchangeable? As in i can swap between the street and the race springs without having to send the suspension in to get the settings(valving, dampening, etc) changed?


Will there be a group buy for the initial run?
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Old 09-26-2019, 12:13 PM   #25
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Yes, that's correct.
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Old 09-26-2019, 12:23 PM   #26
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What would the rebuild price per corner be? Will the rebuild be local to the US or will it have to be ship outside? Thanks, can't wait to see how the final product looks and functions.
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Old 09-26-2019, 12:35 PM   #27
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What would the rebuild price per corner be? Will the rebuild be local to the US or will it have to be ship outside? Thanks, can't wait to see how the final product looks and functions.
They are supposedly rebuilt by inertia labs, which is in the US (based on their journal iirc). Pricing wise, I am not to sure they had said anything about it
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Old 09-26-2019, 12:48 PM   #28
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I am assuming that the spring packages will be interchangeable? As in i can swap between the street and the race springs without having to send the suspension in to get the settings(valving, dampening, etc) changed?

Will there be a group buy for the initial run?
Standard 2.5" diameter front and 2.25" diameter rear springs. Readily available from several manufacturers globally. One could also purchase the optional spring pack from us to swap back and forth. Same shock.

We have never run a GB so not likely we will for the 86 Xida. Generally, the stuff we launch is eagerly anticipated and tends to sell out quickly. We will also produce the same number of kits regardless, not contingent on pre-orders. Price will be fixed, again not connected to how may pre-orders we might get. They are also our own unique design with mostly proprietary components. Meaning no other shop on the planet has them, not even Tractive. GB's are generally for shops that are just reselling something out of a catalog, not a private label product. GB's also for shops that don't actually stock the product, just passing them through for minimal profit as basically a handling fee.

When spec is finalized and they are in production, we'll accept pre-orders for the first batch of 40 kits.


Quote:
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What would the rebuild price per corner be? Will the rebuild be local to the US or will it have to be ship outside? Thanks, can't wait to see how the final product looks and functions.
Our authorized US service & warranty center is Inertia Labs in Plano, TX. http://www.inertialaboratory.com/
Chris should be able to quote rebuilds now as he has seen the prototypes and knows what parts they have in them. IIRC, it's usually $150-200 per shock but best check with him of the actual number is critical to you.
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