adey

While we all know what the difference is between an adjustable-dampening coilover and a non-adjustable unit are (it's quite clear...), I am somewhat unsure of the real performance benefits of having an adjustable coilover (or even just an adjustable shock) system.

On the obvious side, adjustable shocks/coilovers give you the choice of adjsting dampening for road conditions (I live in LA) in order to provide you with a smoother, less back-jarring ride. (It also looks cool when you're under the hood making adjusutments to stuff...)

But what about real performance? I'm under the impression that too hard/harsh/stiff a dampening rate can hurt performance on especially poor roads with lots of potholes and unevenness, but is that really true? Or is it just your body not liking it thus telling your brain that it isn't good?

How about different adjustments at each corner? Is this really useful, or will all 4 corners always be set to the same setting (i.e. all corners set to 2nd click from softest for street use, all 4 set to 3rd from hardest for track day hot lapping, all 4 corners set to hardest for auto-x) at one given time?
I think I've seen track cars tuned separately on each corner by driver feedback; is that at all applicable to mild track and heavy canyon use?

I'm trying to decide if adjustable-dampening coilovers are really worth their premium over non-adjustables, and need to weigh these options v. carefully. <img src="#/f/iB_html/non-cgi/emoticons/thumbs-up.gif" border="0" valign="absmiddle" alt=':thumbsup:'> thanks.

tnord

try a search on this topic, i know i've discussed it numerous times, but i can't remember under what title. try a search on ground control, i think one of those discussions ended up being very similar to this one.

i think the common adj shock only gives you bound and not rebound control. however, i'm not sure of this, nor would i know how to properly set it up outside of basic adjustments for over/understeer. and yes too harsh of rates will hurt performance on uneven roads because the tire loses contact with the ground which is obviously not good.

corner weighting is pretty important. ever seen a test where a car can go faster turning left than right? that's because a car's weight isn't distributed properly. it's not so much shock adjustment that gets altered corner to corner (although they do front to rear iirc) but the ride height. adj. right height all around transfers weight so that each corner is bearing the appropriate load...........it's basically race car stuff. and we all know race car stuff = $$$

adey

Thanks for the response, I just don't remember ever reading anything on it bound/rebound control and the 'real' benefits of being able to adjust each corner's dampening. <img src="#/f/iB_html/non-cgi/emoticons/thumbs-up.gif" border="0" valign="absmiddle" alt=':thumbsup:'> we'll see what the search comes up with!

tnord

</span><table border="0" align="center" width="95%" cellpadding="3" cellspacing="1"><tr><td>Quote (adey @ Sep. 04 2002,3:10)</td></tr><tr><td id="QUOTE">Thanks for the response, I just don't remember ever reading anything on it bound/rebound control and the 'real' benefits of being able to adjust each corner's dampening. <img src="#/f/iB_html/non-cgi/emoticons/thumbs-up.gif" border="0" valign="absmiddle" alt=':thumbsup:'> we'll see what the search comes up with!</td></tr></table><span id='postcolor'>
the "real" benefits are the same with any other suspension mod.......corner weighting allows you to go around corners faster

keep in mind corner weighting is done by adjusting the ride height, i don't think it has anything to do with the dampers

LanceS13

too much--overall
Sudden car with harsh ride quality, much sliding from loss of tire compliance. &nbsp;Irregularities not absorbed but bounced off of.
too little--overall
Floating, oscillation, diving, squatting, sloppy, unresponsive handling. &nbsp;Rolls quickly and may bottom the suspension causing loss of tire compliance.
too much--rebound
Tire doesn't not return quickly to road surface; car jacks down after bump. &nbsp;If extreme, inside tire may be lifted off ground.
too little--rebound
Oscillation
too much--bump
Harsh reaction to irregularities. &nbsp;Harsh reacation to load transfer. &nbsp;Loss of compliance, car slides.
too little--bump
Slow, sloppy turn in, diving, squatting, excessive roll, suspension may &nbsp;bottom. &nbsp;Imprecise and sloppy response to load transfer and driver input.

Now the trick is combining all that in your head, so when the car is doing something you don't like, you can make an educated guess at how each shock is effecting each contact patch under a certain situation...and you can adjust the shocks accordingly to remedy it. &nbsp;But you can also have roll bar adjustments, ride height adjustments, spring rate adjustments, and wheel alignment adjustments that may be more appropriate for dialing out a certain undesireable handling characteristic. &nbsp;It takes alot of test time and know-how to get a car handling at it's absolute best.
I say anything adjustable is better than its non-adjustable counterpart, AS LONG AS YOU KNOW HOW TO ADJUST IT! &nbsp;You can tune the handling to your driving style and the situation/circumstances at hand.

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