Originally Posted by wannafbody
(Post 653593)
I've read the largest issue with Ohlins is the limited rear travel. That's where the Xidas have the edge.
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Originally Posted by Bob Loblaw
(Post 653606)
It does become noticeable in what I would call "surprise moments" on a daily drive at speeds faster than the recommended limit through poorly designed intersections or construction zones.
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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. |
Originally Posted by Bob Loblaw
(Post 653650)
I haven't experienced any type of problems over such meager obstacles actually. :laugh:
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. |
Keith Tanner was the one who commented about the Ohlins lack of rear travel. He tested them on real roads while designing the shocks for the Targa Miata. I'm sure the Ohlins are great for tracking but they are major coinage. The Xidas are a better value for sure.
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Originally Posted by JasonC
Emilio, what spring rate do you like to use on the secondary springs? |
Stay on topic or I'll hack your computer and give your financial information to Nigerian scammers.
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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" fucker is 3-years old and a total waste of $1500!!! |
Originally Posted by emilio700
(Post 653709)
2x150
- free length - fully compressed length |
Originally Posted by JasonC SBB
(Post 653745)
Do you heppen to have this info handy for the helpers:
- free length - fully compressed length 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. |
Ahh, 2x150 means 2" x 150 lb/in?
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Originally Posted by JasonC SBB
(Post 653767)
Ahh, 2x150 means 2" x 150 lb/in?
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Do you use the helper springs with the sifter rates as well?
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Originally Posted by wannafbody
(Post 653812)
Do you use the helper springs with the sifter rates as well?
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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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Originally Posted by GeneSplicer
(Post 653848)
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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Originally Posted by GeneSplicer
(Post 653848)
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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Originally Posted by GeneSplicer
(Post 653848)
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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Sorry I will correct my erroneous math below
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. |
Originally Posted by JasonC SBB
(Post 653903)
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. |
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