All this talk of suspension has me thinking...

I currently have GAB adjustable shocks with stock springs - and I think they work very well. But I was wondering, what are the differences betwen a good suspension and a great or fantastic suspension?

For example, what is it that makes the Zeal better than the stock set-up?

 

Nobody can explain what qualities make a great suspension system?

 

That's pretty impossible to answer...it differs for car layouts, applications, and driver preferences. F1 cars are pretty optimized, but they get downforce too...do you have a more specific question?

 

Sure, I guess I didn't explain very well. I don't mean how do you adjust the suspension to optimize performance, or what characteristcs you are looking for when tweaking a suspension set-up...

Lots of people buy suspension set-ups and I was simply wondering what it is that makes one any better than any other. I know that is vague. What makes a $3,000 Zeal set-up that much better than a $1500 Koni set-up or the stock suspension?

Different types of springs? Type of metal used? Adjustabilty?

Does that make any sense?

 

I would like to take this question a bit further hopefully if nobody minds. What is the latest and most advanced setup that can be put on a DC2 chassis? Should have some interesting replies...

 

So much is personal preference--

Adjustabilty

Ride quality vs. blackout-inducing G ability

Budget

Exclusivity

Durability

Watching a stock ITR go through an autocross course speaks volumes about how Honda knows how to build a great suspension system. The car is downright graceful! Millions of dollars of R&D can never be a bad thing, I suppose.

Therein lies the truth.. somewhere. I have Koni yellows and Neuspeed SofSports and I couldn't be happier. We'll see how this opinion holds when I start autocrossing, though!

 

Most of the aftermarket suspension systems will have oversized or beefed up components compared to stock setups - and as such they will be stronger and flex less, which in turn will make the system work more efficiently. They are occasionally lighter too, depending on the materials they are made from - which will reduce unsprung weight of the system and again enhance performance. I assume that the more expensive systems are made from the lightest and strongest materials. The systems that are "matched" per se, would additionally have spring rates and damping rates matched to a particular application - but what you have to be careful of it that there is no one magic setup that exists - it will depend on driver preference, track conditions and how you want to "set up" the car (ie understeer, oversteer, neutral).

The springs of most aftermarket setups will utilize higher spring rates to reduce roll/dive and squat during high speed and quick transition manoevres. But the springs don't do much else than support the weight of the car through the wheels. I think too that most aftermarket suspensions lower the car which lowers the center of gravity (Cg) of the car, and reduces its tendency to roll - they usually do this by using shorter springs. Some of the better spring manufacturers like Eibach will coat the springs to give them extra corrosion resistance and have ISO certification, which means they are constructed to very exacting tolerances.

I think that the big difference between the high dollar/custom setups and cheaper coilover kits is the dampers. This is what can make or break a suspension and separate the men from the boys so to speak. The more expensive makes will have very good quality manufacture, use top quality materials (duh!) that basically can put up with the rigors and punishment of racing without overheating or breaking. You will find many with remote reservior systems - which increase the amount of fluid in the dampers, which increases the dampers' resistance to cavitation and overheating - but is usually waaaaaaay overkill for any street/amateur application.

Lastly, the better suspension setups/coilover systems will have more adjustability built in. Most will have adjustability for compression and rebound - but IMO unless you have real-time telemetry analysing the car's performance at a track - HOW to setup the compression/rebound and spring rates for a given driver/track/tire type and weather conditions remains in the realm of the true professionals. I laugh at people who think a suspension is better because it has XX times the adjustability of another brand. That means **** unless you know a significant amount of information about the car, driver and track.



[Modified by Big Phat R, 10:08 AM 10/23/2001]

 

Great post. Thanks Big Phat R...

 

i would have to say that personal preference is the most important of all "great setups". im not too inclined to riding in dropped civics with stock shocks and skunks all the way down so you bounce around like a carnival ride.

i would have to say that since i put my b6's on... that handling has improved around cornering. the only complaint would be that the upper pillow mount metal on metal noise does kinda make you feel like something is gonna fall apart. i guess thats just the sacrifice though. (does anyone know if i cut a little rubber template out and place that on the top, that it will eliminate most or all of the noise?)

suspsension is one of the hardest if not thee hardest to judge though. sure you can dyno a header or intake... but you cant really test a suspension to the degree of exactness like other mods.

i would like to think i have raised my suspension rating for my r.... but others might disagree.

 

Actually you can test suspension setups - via telemetry - but it is mucho dinero and requires a thorough knowledge of suspension dynamics to interpret.