Coilovers vs. stock suspension at the track

Jordo! · 12-01-2014, 03:26 PM

Quote:

Originally Posted by cossie1600

I already have some data. I just need to know what I should be seeing and what I should be comparing to.

For that, you need to experiment -- as in, dial in firmer settings, or more camber, run at the track, compare, contrast to softer settings, etc.

I don't know that you could interpret whatever data you've collected without that unless you know of another car with EXACTLY the same set up (and then there's track conditions and driver inputs to consider), but different settings dialed in. You'd have to see what direct effect a given change made.

As far as general advice, besides my link there's a few other really great ones on here regarding the typical effects of more or less camber, caster, and so forth.

cossie1600 · 12-02-2014, 12:49 AM

That's what I am looking for, what kind of difference should I be seeing.

Quote:

Originally Posted by osbornsm

Interested to see if Coils made a measurable difference. Besides height that is.

That's what I am looking for, I need to know how I should use the data.

Quote:

Originally Posted by Jordo!

For that, you need to experiment -- as in, dial in firmer settings, or more camber, run at the track, compare, contrast to softer settings, etc.

I don't know that you could interpret whatever data you've collected without that unless you know of another car with EXACTLY the same set up (and then there's track conditions and driver inputs to consider), but different settings dialed in. You'd have to see what direct effect a given change made.

As far as general advice, besides my link there's a few other really great ones on here regarding the typical effects of more or less camber, caster, and so forth.

GSS138 · 12-02-2014, 08:06 AM

Actual suspension movement/travel data is hard to obtain and requires some pretty expensive software to analyze. Your best bet without race team grade tools is butt dyno. That being said reading temperature curves right after sessions tells you a lot.

I agree that using one of the $20 laser guns is not as accurate as a probe type device in terms of reading the actual temp, however it does still give you a good profile of how well your tires are touching the ground and overall compliance by indicating which parts of the tire are being worked the most.

You want to take the outside/middle/inside temps of each tire-preferably in the hot pit after 4-5 hot laps(have a buddy help you).

So let's say you take the temps of the front left tire Outside-Middle-Inside, and you get the following:

155-135-125 this would tell you that the outside of the tire is getting over worked and that the inside is not doing enough-you are leaving some grip unused. Probably add some negative camber so that more of the tread is put to work.

a reading like:

145-195-145 would tell you your tire pressure is too high.

165-135-160 would mean your tire pressure is too low.

135-155-175 would mean drive faster!

155-155-155 means you nailed it. The entire range of the tire is being optimized as you go around the track.

Caroll smith goes into this in pretty good detail in Tune To Win.

cossie1600 · 12-02-2014, 11:55 PM

I am not looking for suspension analysis, it's pointless at my level. I am more curious as to what type of improvements I should see.

12-02-2014, 08:06 AM	#18 (permalink)
GSS138 Track Member Join Date: Mar 2013 Location: Mission Viejo, CA Posts: 769 Drives: '12 370Z 6M Sport Rep Power: 14	Actual suspension movement/travel data is hard to obtain and requires some pretty expensive software to analyze. Your best bet without race team grade tools is butt dyno. That being said reading temperature curves right after sessions tells you a lot. I agree that using one of the $20 laser guns is not as accurate as a probe type device in terms of reading the actual temp, however it does still give you a good profile of how well your tires are touching the ground and overall compliance by indicating which parts of the tire are being worked the most. You want to take the outside/middle/inside temps of each tire-preferably in the hot pit after 4-5 hot laps(have a buddy help you). So let's say you take the temps of the front left tire Outside-Middle-Inside, and you get the following: 155-135-125 this would tell you that the outside of the tire is getting over worked and that the inside is not doing enough-you are leaving some grip unused. Probably add some negative camber so that more of the tread is put to work. a reading like: 145-195-145 would tell you your tire pressure is too high. 165-135-160 would mean your tire pressure is too low. 135-155-175 would mean drive faster! 155-155-155 means you nailed it. The entire range of the tire is being optimized as you go around the track. Caroll smith goes into this in pretty good detail in Tune To Win. TerribleONE and Rusty like this. __________________ Current Mods: Vorpal Weapon +5.

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12-02-2014, 11:55 PM	#19 (permalink)
cossie1600 A True Z Fanatic Join Date: Jun 2009 Location: californee way Posts: 5,380 Drives: 370, Leaf Rep Power: 31	I am not looking for suspension analysis, it's pointless at my level. I am more curious as to what type of improvements I should see.