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Old 12th July 2010, 08:59 PM
Pavel Pavel is offline
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Join Date: Apr 2010
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Woah woah, I think three people are on about three different things!

OP - You're absolutely right, it's a massively un-ideal set up. As the shock is mounted at such an angle, and the upright moves (almost) vertically, your actuation angle increases even more which means you need more vertical movement from the upright to compress the shock by the same amount. Problem with this is you get falling rate setup - the more the suspension compresses, the easier it becomes to compress it further.
Option 1 - try and design an inboard-shock system like what I'm in the process of doing.
Option 2 - get some non-linear, rising rate springs which increase their rate faster than your suspension causes it to fall.

Andy - Just because it handles amazingly, doesn't mean there isn't room for improvement (just ask the F1 guys!)

DStanley - They run horizontal shocks using a pushrod activated system (whereby you've got a tube pushing a rocker around a pivot that then actuates the shock). Indeed one of the advantages of using a pushrod system is that you can actuate the shock at the correct angle, and can even build in rising rate.

deezee - you're absolutely right, on a roadster the shock angle doesn't have any immediate impact on suspension geometry (it does have an indirect impact in that a falling rate setup as it currently has will cause the suspension to compress more than otherwise, and this should give you a bit more camber).


Pavs
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