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2011-2014 Mustangs
Driveline/Suspension
Suspension Tech: Bring It!
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<blockquote data-quote="CobraRed_96_GT" data-source="post: 14799793" data-attributes="member: 75427"><p>Not speaking for BMR, but it's a misnomer to think full stiff means better handling. And BMR's handling springs are already some of the stiffest out there (in a good way).</p><p></p><p>Anyone that's hit a road course more than a few times knows handling is about weight transition. Only in drifting do you want full stop transfer of force from one side of the car to the other where minor steering inputs translate into dramatic body/weight transfers, in a road course or most handling situations you want a smooth transition of weight/body pitch coming out of a corner and correcting for the next. Moreover, soaking up bumps like corner rumble strips or anything that normally unsettles the SRA is important so that this force is less of a jolt and more of force applied over a gentle slope if you were looking at a graph. This means the tire contact patch is doing its job for a longer period of time. </p><p></p><p>Smooth is fast. Start with the lowest (or one of the lower) damping settings and work up until you notice this negative effect and then adjust back. <strong>For autocross</strong>, you can run with this now established high setting or a few clicks up, as articulating the rear quickly so that its pointing the direction you need (aka the contact patch not being planted 100% of the time) is sometimes desirable. </p><p></p><p>Those uber harsh bumpy as hell euro cars you see driving around are not doing it for max handling purposes, they are doing it because their scene told them they have to. </p><p></p><p>My $.02</p></blockquote><p></p>
[QUOTE="CobraRed_96_GT, post: 14799793, member: 75427"] Not speaking for BMR, but it's a misnomer to think full stiff means better handling. And BMR's handling springs are already some of the stiffest out there (in a good way). Anyone that's hit a road course more than a few times knows handling is about weight transition. Only in drifting do you want full stop transfer of force from one side of the car to the other where minor steering inputs translate into dramatic body/weight transfers, in a road course or most handling situations you want a smooth transition of weight/body pitch coming out of a corner and correcting for the next. Moreover, soaking up bumps like corner rumble strips or anything that normally unsettles the SRA is important so that this force is less of a jolt and more of force applied over a gentle slope if you were looking at a graph. This means the tire contact patch is doing its job for a longer period of time. Smooth is fast. Start with the lowest (or one of the lower) damping settings and work up until you notice this negative effect and then adjust back. [B]For autocross[/B], you can run with this now established high setting or a few clicks up, as articulating the rear quickly so that its pointing the direction you need (aka the contact patch not being planted 100% of the time) is sometimes desirable. Those uber harsh bumpy as hell euro cars you see driving around are not doing it for max handling purposes, they are doing it because their scene told them they have to. My $.02 [/QUOTE]
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Driveline/Suspension
Suspension Tech: Bring It!
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