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coilover question

Bucket style has higher spring rates then the true style.

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Old 07-09-2020, 10:45 AM   #1 (permalink)
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Bucket style has higher spring rates then the true style.
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Old 07-09-2020, 11:01 AM   #2 (permalink)
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Originally Posted by Rusty View Post
Bucket style has higher spring rates then the true style.
But is there any advantage? Does moving the spring closer to the wheel allow for better "xyz" or is it a preference thing? If all things are equal, except the spring rates, I may as well save the coin for seat time.
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Old 07-09-2020, 11:25 AM   #3 (permalink)
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But is there any advantage? Does moving the spring closer to the wheel allow for better "xyz" or is it a preference thing? If all things are equal, except the spring rates, I may as well save the coin for seat time.
I think it’s in the ease of calculating spring rate change and tuning the shocks. That’s beneficial to someone that’s really fine tuning those two things (run a few laps, come into pit and tell crew chief blah blah blah, study telemetry, switch springs and change shocks settings, then go out run more laps again, rinse & repeat).

A simplified example...a car with perfect 50/50 front to rear and side to side weight distribution, true type all 4 corners. Driver says “spring too stiff”. Mechanic swaps all springs for same -1k all corners.

Now, same car but true type in front, divorced in the rear, now mechanic needs to calculate for a -1k in front, the equivalent for the rear may be -0.8k. Mechanic needs to calculate the “wheel rate” by taking into account of the spring being further away/inward from the hub.

For us, there isn’t any benefit on true coilover vs divorced. One isn’t gonna make a faster or slower driver, all else being equal.
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Last edited by cv129; 07-09-2020 at 11:29 AM.
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Old 07-09-2020, 11:51 AM   #4 (permalink)
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Originally Posted by cv129 View Post
I think it’s in the ease of calculating spring rate change and tuning the shocks. That’s beneficial to someone that’s really fine tuning those two things (run a few laps, come into pit and tell crew chief blah blah blah, study telemetry, switch springs and change shocks settings, then go out run more laps again, rinse & repeat).

A simplified example...a car with perfect 50/50 front to rear and side to side weight distribution, true type all 4 corners. Driver says “spring too stiff”. Mechanic swaps all springs for same -1k all corners.

Now, same car but true type in front, divorced in the rear, now mechanic needs to calculate for a -1k in front, the equivalent for the rear may be -0.8k. Mechanic needs to calculate the “wheel rate” by taking into account of the spring being further away/inward from the hub.

For us, there isn’t any benefit on true coilover vs divorced. One isn’t gonna make a faster or slower driver, all else being equal.
One day i'll have a mechanic and crew... and a fast car lol... but for now this is exactly the info i'm looking for. Thanks!
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