First, they are not the same, but they are related. Ride height is exactly what it sounds like. Low ride height means lowered center of gravity, and it usually means better handling and and less body roll. To adjust your ride height, simply lower the collars on your adjustables or add fatter clips on the shocks for non-adjustables. You can also change shock positions, but doing so affects how your shocks work. Droop is adjusted using droop screws that are in the lower suspension arms of your chassis both front and rear.
It is the amount of upward or downward travel of your suspension above or below your ride height. The purpose of droop is to help with the weight transfer from front to rear when on throttle or braking. Say that your car is under steering when you let off on the throttle in a turn.
What the chassis is doing at this moment is shifting the weight from the rear of the car to the front imagine coming to a dead stop after going 60mph at a stop sign. When this happens, the rear end lifts a little.
By adding more droop to the rear letting your suspension have more upward travel , more weight is transfered to the front tires, giving it more steering and grip, and lessening the load on the rear. The wrong gear ratio is one of the leading causes to overheating issues in the motor and the ESC. Pinion gear: small gear that goes on the motor shaft Spur gear: large gear that is on the chassis.
So in the case of a TT which has an internal ratio of 2. Same with smaller vs. Not saying to always go big size and low psi Like you, I setup my suspension as soft as I can without bottoming or having it pedal like crap and put my tires as low as possible without flatting or risking a roll-off or the set up getting all squirmy.
Apr 18, 1, 0 Orange County. To a certain extent, it's personal preference and riding style. Stiffer suspensions are easier to get off the ground and easier to deflect momentum rather than absorbing it like a softer setup.
As for the tire pressure, they're usually going faster so it provides some flat resistance and also gives a slightly smaller contact patch which gives is a little less rolling resistance. Mar 10, 3, 0 Malaysia. JRogers said:. Cant Climb Turbo Monkey. May 9, 2, To sovle the mystery of sag, rebound speed and tire pressure you have to time yourself on a course. Have a course that is your benchmark and time yourself on it throughout the year and with different set-ups, goemetry, or whatever This is where you will find what really works fo you.
The clock dont lie. Aug 25, 30, 6, The old timey times. Suspension soft so wheels get out of the way hauling over stuff and tires firm both for flats and also to keep from rolling over sidways and losing steering precision. Sticky compound tires at slightly higher pressures than the old days make me happy.
As far as the guys I ride with who race competively at a pro level, I think we all have around the same tire pressures, but one guy in particular runs his suspension stiffer than most. It can be argued that there's less loss of momentum going into compressing suspension but there's also notcibly less tracking going on. Like everything, It's going to depend on priorities. I use suspension to compensate for my hobbit height, taller guys can manipulate the bike more and use body english in lieu of the squish.
SuspectDevice Turbo Monkey. Aug 23, 3, 78 Roanoke, VA. It is really hard to form any baseline, as so much is dependent on rider style and preference. Lots of really fast riders ride bikes that are setup horribly, that defy years of convention and common sense. Dec 6, 0 Asheville. Most Suspension companies these days spend many hours developing their products and have taken alot of the guess work out of set up.
If you really pay attention to the recommended sag set up, you can go from there. I used to think I like my set up one way. A shock tuner set up my fork one day and at firdt was weird, then awesome. He used the recommended guide lines. This of course is just one opinion. Zutroy Turbo Monkey. Dec 9, 2, 0 Ventura,CA. Jan 14, 14, 5, AK. Soft and fast. Makes it feel bouncy at slow speed, keeps the wheels glued to the ground at high speed and allows the shock to keep up with the fast bumps.
Jan 16, 1, 60 Zutroy said:. The reqs from the manufatures are a good starting point, but not usually the best if you really trying to go for speed, there are other things that some into play That's why people like push and marzocchi ask about riding syle and things like that when they tune your gear.
There really is no one right way, it's all personal. Me personally i ride soft and slow settings, but then i plow over things and don't jump alot.
Mar 3, 1, 0 MA. Personally I like the suspension to feel soft at the top of the stroke and pretty stiff at the end. Its also on a S4 rx7 not an s13 but yes it does chew tyres quite a bit but is dedicated track only here in AUS. I have only drifted one track being a very small tight track so dont get out of 2nd gear. Im just worried about how it will go at a larger track with the current setup. Thanks heaps for your reply.
Ill re-read it a few times and hopefully it will make more sense. Pretty sure my suspension has pretty stiff springs. Has no body roll whatsoever. Everything is rosejointed, solid mounts on the engine, gearbox and diff, alloy cradle bushes, single peice tailshaft.
Has quite a lot of suspension components that i dont even know what they do lol. The job of springs and dampers or coilovers is not to limit roll, this is the anti rollbar duty. You can use stiffer springs, but it will take its toll on confort.
You have a very tight moving chassis, so you should not need a lot of camber. Camber is more needed with a softer spring setup and with poly bushes There is a way to see if your setup is right, by using a good laser thermometer. After a run quickly check front tyres temp, left, middle and right dont bother with rear, they have been skidding a lot so you cant get any info from them. Dynamic camber is camber added when turning the steering wheel; if you add caster, you can use less static camber, which in turn will allow your tyres to be more parrallel to the track in the straight.
But it all depends on your tastes. If you like a very nervous car that has light steering and immediate steering response, dont add caster. Depends on wether you want to have fun, or be competitive. What would be a good amount of caster to run?
I will be going out tomorrow night if it doesnt rain so i might get some chalk or something to mark my front wheels with to see if i use them all aswell so thanks heaps for the idea. My steering is pretty light though when im drifting. I can just let the wheel go and it turns for me when i let go of the throttle then jump back on it.
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