Xida Club-Sports
11-06-2010, 02:51 PM
#43
Elite Member
Join Date: Jul 2005
Posts: 6,420
Total Cats: 84
Corrected math below
700 #/in front springs ~= 350 #/in at the wheel.
2450 lbs car ~= 612# at one wheel.
612/350 = only 1.75" of wheel travel to go from rest, to full unseating of the spring
IOW an abrupt 1.75" dip in the road is enough for the tire to catch air.
700 #/in front springs ~= 350 #/in at the wheel.
2450 lbs car ~= 612# at one wheel.
612/350 = only 1.75" of wheel travel to go from rest, to full unseating of the spring
IOW an abrupt 1.75" dip in the road is enough for the tire to catch air.
Last edited by JasonC SBB; 11-07-2010 at 11:41 AM.
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11-06-2010, 03:20 PM
#44
I haven't experienced any type of problems over such meager obstacles actually. 
Heading northbound on Moulton going through the El Toro intersection is the only time I have felt the rear length to be an issue. I would love to see a coilover at my ride height do better as far as the daily drive is concerned.
Heading northbound on Moulton going through the El Toro intersection is the only time I have felt the rear length to be an issue. I would love to see a coilover at my ride height do better as far as the daily drive is concerned.
even though i'm sure the xida's would work better, why would you buy a set of "track" coilovers for street duty? i think it's already been established that for $$$ and riding low while cruising the boulevard, racelands are the ticket.
like others have said, i'm done trying to esplain dese tings. you buy ohlins or tein or whatever and you'll probably be fine. for those of us that wan't to shave the last tenth will know what's what.
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11-06-2010, 08:48 PM
#48
Tour de Franzia
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Join Date: Jun 2006
Location: Republic of Dallas
Posts: 29,085
Total Cats: 375
Well speak of the devil!!!
I was just watching World Challenge and saw them not only give us a suspension shot, but it was an AST car, and it was using the helper spring:
lol@my awesome video.
This makes me rethink my decision to not get the helpers. However, wit the wheels off the ground I only have 1/4" or so of gap from the spring to the perch (none in the rear). Would I still benefit from using the helper? With that little of a gap at full droop, is it likely the sway-bar is taking up the gap, making the helper unnecessary?
BTW, see those spots on my TV? That 50" ****** is 3-years old and a total waste of $1500!!!
I was just watching World Challenge and saw them not only give us a suspension shot, but it was an AST car, and it was using the helper spring:
lol@my awesome video.
This makes me rethink my decision to not get the helpers. However, wit the wheels off the ground I only have 1/4" or so of gap from the spring to the perch (none in the rear). Would I still benefit from using the helper? With that little of a gap at full droop, is it likely the sway-bar is taking up the gap, making the helper unnecessary?
BTW, see those spots on my TV? That 50" ****** is 3-years old and a total waste of $1500!!!
Last edited by hustler; 11-06-2010 at 09:08 PM.
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11-06-2010, 09:14 PM
#50
Hustler,
Beating a dead horse. They work better with the dual spring set up regardless of what you use your Miata for, what intersection you cath air on, how your car is set up. Its effectively a progressive rate spring and that's key with high primary rates.
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11-07-2010, 01:22 AM
#54
I stop at 450/300 rates on the softer end and yes, those get dual springs as well. The ride with those rates is amazing. Most customers use Xida's on dedicated track day, wheel to wheel or autocrossers. A few on the occasional weekend toy that also has to keep the wife/girlfriend happy with a better than stock ride.
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11-07-2010, 08:44 AM
#55
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Join Date: Sep 2009
Location: Birmingham, AL
Posts: 2,101
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So looking at your site - both the clubs and S are single adjustable. Clubs can be upgraded to double or triple adj - not so with the S? Basically, from a cost and performance standpoint, choosing dual springs with mounts on the club - what does the S offer over the club for roughly $650?
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11-07-2010, 09:03 AM
#56
So looking at your site - both the clubs and S are single adjustable. Clubs can be upgraded to double or triple adj - not so with the S? Basically, from a cost and performance standpoint, choosing dual springs with mounts on the club - what does the S offer over the club for roughly $650?
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11-07-2010, 09:55 AM
#57
So looking at your site - both the clubs and S are single adjustable. Clubs can be upgraded to double or triple adj - not so with the S? Basically, from a cost and performance standpoint, choosing dual springs with mounts on the club - what does the S offer over the club for roughly $650?
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11-07-2010, 11:20 AM
#58
So looking at your site - both the clubs and S are single adjustable. Clubs can be upgraded to double or triple adj - not so with the S? Basically, from a cost and performance standpoint, choosing dual springs with mounts on the club - what does the S offer over the club for roughly $650?
Last edited by spoolin2bars; 11-07-2010 at 12:07 PM.
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11-07-2010, 11:40 AM
#59
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Join Date: Jul 2005
Posts: 6,420
Total Cats: 84
Sorry I will correct my erroneous math below
700 #/in front springs ~= 350 #/in at the wheel.
2450 lbs car ~= 612# at one wheel.
612/350 = only 1.75" of wheel travel to go from rest, to full unseating of the spring
IOW an abrupt 1.75" dip in the road is enough for the tire to catch air.
And then...
A 2" x 150 lb/in tender spring would potentially increase total droop travel by 1.6" before the springs unload. After the wheel droops about 1.4" the tender spring starts to extend from its fully compressed position, and "takes over" with about 60 lb/in at the wheel and provides another ~2" of available droop. Good for softening a landing after a wheel that would otherwise catch air, and it also maintains *some* traction.
Originally Posted by JasonC SBB
700 #/in front springs ~= 350 #/in at the wheel.
2450 lbs car ~= 612# at one wheel.
612/350 = only 1.75" of wheel travel to go from rest, to full unseating of the spring
IOW an abrupt 1.75" dip in the road is enough for the tire to catch air.
A 2" x 150 lb/in tender spring would potentially increase total droop travel by 1.6" before the springs unload. After the wheel droops about 1.4" the tender spring starts to extend from its fully compressed position, and "takes over" with about 60 lb/in at the wheel and provides another ~2" of available droop. Good for softening a landing after a wheel that would otherwise catch air, and it also maintains *some* traction.
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11-07-2010, 02:13 PM
#60
Sorry I will correct my erroneous math below
And then...
A 2" x 150 lb/in tender spring would potentially increase total droop travel by 1.6" before the springs unload. After the wheel droops about 1.4" the tender spring starts to extend from its fully compressed position, and "takes over" with about 60 lb/in at the wheel and provides another ~2" of available droop. Good for softening a landing after a wheel that would otherwise catch air, and it also maintains *some* traction.
And then...
A 2" x 150 lb/in tender spring would potentially increase total droop travel by 1.6" before the springs unload. After the wheel droops about 1.4" the tender spring starts to extend from its fully compressed position, and "takes over" with about 60 lb/in at the wheel and provides another ~2" of available droop. Good for softening a landing after a wheel that would otherwise catch air, and it also maintains *some* traction.
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