Can shock-dynos tell you what the highest spring rate it can handle?

[fooddude]

Very excited and looking forward to B8 shock dynos. I am really curious to what the ideal/max spring rate is they can handle (via GC sleeves with custom rates) for autox/track (I don't mind giving up a bit of DD comfort).

[solidONE]

Originally Posted by CSG Mike

I'll tell you in person the next time I see you so that I can see your reaction

Will I be jumping for joy or become suddenly suicidal?

[solidONE]

Originally Posted by DougW

I should be able to create something similar with the Damptronic shocks by changing the control map during bump, I will be on the shock dyno next week and give it a try. Always remember the most important spring is the tire.
DougW

I was about to mention Damptronics. I'm not sure how quickly the system can react and adjust damping to high speed bumps.

Originally Posted by fooddude

Wow...didn't know dem KW Clubsports had much firmer valving then the Ohlins R&T (though the hysterisis looks much better on the ohlins..assuming the closer and less deviation is better).. make me more attracted to the T2's now hehe

Those graphs he posted does not show hysteresis but the maximum adjustments firm and soft.

[DougW]

Originally Posted by solidONE

I was about to mention Damptronics. I'm not sure how quickly the system can react and adjust damping to high speed bumps.



Those graphs he posted does not show hysteresis but the maximum adjustments firm and soft.

Thought I might add a strain gauge to measure rate hooked to a table to change the damping to play with on the dyno. This won't be part of the system just bored waiting for winter to get over. The valve can react in about 30 msec depending on comp or rebound.
DougW

[solidONE]

Wow... That is all. It a shame the system will not be legal in some racing classes..

[DougW]

Originally Posted by solidONE

Wow... That is all. It a shame the system will not be legal in some racing classes..

Yea the rules take all the fun out it.
DougW

[Wepeel]

Originally Posted by JDKane527

Sorry can't figure out how to embed images that someone else uploaded to Flickr
Ohlins Front
http://www.flickr.com/photos/gtmotoring/8738910139/
Ohlins Rear
http://www.flickr.com/photos/gtmotoring/8738910099/

KW V3 Clubsports Front
http://www.flickr.com/photos/gtmotoring/8738899195/
KW V3 Clubsports Rear
http://www.flickr.com/photos/gtmotoring/8738899149/

Courtesy of @GTM_Challenge

So then if 0-2 in/s is considered low speed, would high speed be considered 2+ in/s? Low speed ideal compression damping would be 66% and ideal rebound damping would be 150%, and ideal high speed damping would be half that of the low speed. When plotting this, you end up with less "ideal" damping at 3 in/s due to the transition. What exactly occurs during the middle speed transition, and what is the best way of modeling this? I would like to learn more about this. Thanks in advance.

Nice finds. Wow, looks like the T2's offer quite a bit more damping than the clubsports. Any change you can get dynos for the regular Variant 3's (non clubsport)?

[fooddude]

Want to see the MonoFlex and T2 dynos

[Racecomp Engineering]

I posted the T2 dynos in the tag team thread...on my phone now or I'd copy pasta.

- Andy

[fooddude]

Mmmm pasta :9

[JDKane527]

Originally Posted by Wepeel

Nice finds. Wow, looks like the T2's offer quite a bit more damping than the clubsports. Any change you can get dynos for the regular Variant 3's (non clubsport)?

The T2s have slightly greater damping than KW CS. The KW Clubsports can control up to 80/110 N/mm F/R, so the T2s can handle even stiffer springs theoretically.

I haven't seen anyone do the standard KW V3 shock dynos yet, but would be very interested to see how it compares to the KW CS and where the overlap lies.

[Racecomp Engineering]

Yes and that's what we were going for with our T2s. A large range of adjustment with a lot of room on the top end for serious track cars.

- Andy

[mike156]

Milliken's has a full chapter on where these "ideal" values come from. Keep in mind though it's all anaylitical and not necessarily truly ideal. There also isn't really a hard cut off where you want to be ~65% critical or 25% critical either.

~65% provides the best body control over smooth surfaces.
~25% provides the best tire control over bumpy surfaces.

Luckily, the frequency where these two different conditions exist is decently far apart.

Those Penske's are crazy in what kind of response they can get, but I think that valving is more designed for jumping corner curbs than anything else?

[YodrOne]

Originally Posted by Racecomp Engineering

Yes and that's what we were going for with our T2s. A large range of adjustment with a lot of room on the top end for serious track cars.

- Andy

Great thread. Almost what I was looking for! (Want to know what the oem dampers can handle...)

Andy this helps w/re to the GC thread.

And another vote for a damper sticky thread