Standard Suspension Bump Travel

[7thgear]

Originally Posted by Suberman

Since suspension geometry on your BRZ is fixed for practical purposes...

not true..


the recently released whiteline correction kit composed of a ball-joint and tie-rod end is pretty neat


as is the standard correction that can be done by the combination of camber plates at the top and bolts at the up-right


elongated control arms for the front aren't out of this world either...


on my old 2001RS I installed control arms (front and rear) from an 04 STi, they pushed the wheels out, giving me a lot of negative camber, I then adjusted at the up-right by dialing in what would otherwise have been positive camber... and balanced it out


track was increased, strut to control arm angle was decreased, camber was around -2? all for 150 bucks.




I've always wondered whether any of the suspension components from STis could be transferred.....

[Suberman]

I meant the stock suspension.

The aftermarket stuff you refer to won't change roll characteristics because they don't change the roll axes.

Roll rates may change but the weight transfer will ultimately be the same.

[Wepeel]

Here's a variety of bumpstops - with dynos included.
http://store.resuspension.com/home.php?cat=328

One thing I'm wondering is if they have more internal damping than something like a spring.

[solidONE]

Originally Posted by Wepeel

Here's a variety of bumpstops - with dynos included.
http://store.resuspension.com/home.php?cat=328

One thing I'm wondering is if they have more internal damping than something like a spring.

Cool. I stand corrected. Hmmm... does any body know the shaft diameter of the factory dampers by chance?

[mike156]

Originally Posted by Wepeel

Here's a variety of bumpstops - with dynos included.
http://store.resuspension.com/home.php?cat=328

One thing I'm wondering is if they have more internal damping than something like a spring.

Great find. I've been looking for one place that has a good selection and data. Thanks.

Knew there was lots out there, just hadn't been able to find a decent source.

[solidONE]

I would love to throw a set of these on my stock struts with lowering springs:
http://store.resuspension.com/produc...cat=328&page=1


about 2" tall (shorter than stock) Gives you .9" of 'smoosh' before it starts ramping up the rate past 100 lb/in, then a gradual ramp up the next .3" of 'smoosh' to 300 lb/in. Too bad the hole diameter looks to be smaller than 1". possibly too small... should have measured the size of the bumpstops when I had them out.

[mike156]

That's not lbs/in. Thats total load. 1036lbs @ ~1.38" of travel with more then half of that load being developed in 0.050" of travel.

I'd look for something that builds force faster and more linear. Kind of cool what you can do with their system though of stacking multiple ones together.

[solidONE]

Originally Posted by mike156

That's not lbs/in. Thats total load. 1036lbs @ ~1.38" of travel with more then half of that load being developed in 0.050" of travel.

My reasoning for wanting the bumpstops with the lower rates that increases slowly for the first inch of compression.

1. I'm assuming the ability for the driver (myself) to sense increase in rates soon after engaging the bumpstop. before the first half inch of compression. Then, you have the next half inch of compression where it gradually increases, letting the suspension ride on the next half inch under heavy cornering loads. The more gradual increase in force will give the driver more control than if it suddenly increases.

2. The lower initial rates will allow the damper and springs to do more of the work the first inch of compression. I'm counting on the dampers and springs to do a better job on road surface irregularities than a rubber foam tube can.

This is all hypothetical... I think I found the next modification I'm doing to my suspension.

[bfrank1972]

Originally Posted by solidONE

My reasoning for wanting the bumpstops with the lower rates that increases slowly for the first inch of compression.

1. I'm assuming the ability for the driver (myself) to sense increase in rates soon after engaging the bumpstop. before the first half inch of compression. Then, you have the next half inch of compression where it gradually increases, letting the suspension ride on the next half inch under heavy cornering loads. The more gradual increase in force will give the driver more control than if it suddenly increases.

2. The lower initial rates will allow the damper and springs to do more of the work the first inch of compression. I'm counting on the dampers and springs to do a better job on road surface irregularities than a rubber foam tube can.

This is all hypothetical... I think I found the next modification I'm doing to my suspension.

I'm interested in hearing how this works out, keeps us posted. What suspension setup do you have now?


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[solidONE]

Originally Posted by bfrank1972

I'm interested in hearing how this works out, keeps us posted. What suspension setup do you have now?


Sent from my iPad using Tapatalk - now Free

factory damper with cut bumpstops on swift springs.

[ApexEight]

Bump from the dead...

Is there any advantage to trimming the rear bump stop, say, half an inch?

On stock suspension.

[solidONE]

Originally Posted by ApexEight

Bump from the dead...

Is there any advantage to trimming the rear bump stop, say, half an inch?

On stock suspension.

It will likely stay off the bumpstops more if you trim them, but once it does engage there would be slightly more abrupt increase in the rates vs untrimmed. Is this an 'advantage?' Depends on how you define 'advantage,' I guess. Sorry if that doesnt answer your question.

Or you can email this guy and see what he thinks. http://www.fatcatmotorsports.com/FCM_bump_stops.htm

[Gforce]

Originally Posted by solidONE

My reasoning for wanting the bumpstops with the lower rates that increases slowly for the first inch of compression.

1. I'm assuming the ability for the driver (myself) to sense increase in rates soon after engaging the bumpstop. before the first half inch of compression. Then, you have the next half inch of compression where it gradually increases, letting the suspension ride on the next half inch under heavy cornering loads. The more gradual increase in force will give the driver more control than if it suddenly increases.

2. The lower initial rates will allow the damper and springs to do more of the work the first inch of compression. I'm counting on the dampers and springs to do a better job on road surface irregularities than a rubber foam tube can.

This is all hypothetical... I think I found the next modification I'm doing to my suspension.

Two possible solutions: cut a section out of the bump stop and glue the cut pieces back together, Goop works. I recommend cutting a piece out of the hardest, top section. Or drill holes in the section of the bump stop you wish to soften. I recommend quarter inch holes drilled in the centre section.

[Gforce]

Originally Posted by solidONE

It will likely stay off the bumpstops more if you trim them, but once it does engage there would be slightly more abrupt increase in the rates vs untrimmed. Is this an 'advantage?' Depends on how you define 'advantage,' I guess. Sorry if that doesnt answer your question.

Or you can email this guy and see what he thinks. http://www.fatcatmotorsports.com/FCM_bump_stops.htm

Cutting the smallest section off will cause a more abrupt rise in effective spring rate. Cutting out part of the hardest, top section, or drilling holes in the middle section work better.