QUOTE(constant_weight @ Sep 3 2022, 10:51 PM)
3) High speed low amplitude and low speed high amplitude.
The speed here is not the vehicle speed, but rather the speed of the shock absorber movements.
Low speed high amplitude is like during cornering, the vehicle has gradual weight transfer that compress the outer wheels suspension and extend the inner wheels suspension.
High speed low amplitude is like gravel road, bad pavement, brick roads that give constant fast vibration but relatively small movement to suspensions.
To me, a good and balance suspension for road use is stiff on low speed, which provide good support during cornering, and yet soft on the high speed movement to absorb the vibration.
Such that the car is still pleasant on the bad pavement, but the driver can clearly feel the road reflector etc, and over road undulation change the car settle in just 1 swing.
I'm not a fans of magic carpet ride, so if you think it absorb the rapid vibration well, then it is good in my world.
Of course if driven fast over a pothole fast, that become high speed high amplitude, no road car suspension can handle that.
I'm a little bit tempted to upgrade to Ohlins DFV. The kit for my car is 80% stiffer then stock, but it has separate bypass valve for high speed movement that allow the shock to behave like "soft" in rapid vibration. It is a hefty cost for sure.
Not so straight forward if i may add, and reminder again to the masses: this is your actual "Hi-Lo" (and not suspension height!) Which can be high speed compression/low speed compression and/or high speed rebound/low speed rebound.
These are your "way" adjustment. Height was never in the amount of "ways" equation.
Now back to why i mention not so straight forward:
1) low speed could also need "softness" otherwise road undulations (not so sharp speed bumps, those highways that are wavy such at the stretch between Seremban and Melaka) would get very harsh.
2) high speed could also need "stiffness" otherwise hard braking, sharp corners, switchbacks, direction changes would lose steering capability/feedback and worse, need grip in a hurry.
Then there's the distinction of all these scenarios on either compression or rebound.
(No surprise it's a "dark art" in the past when education is much lower to the general masses and information is not readily available before the age of internet such as Google YouTube Wikipedia, and further worsened by car groups and communities ridiculing/insulting people who ask/not willing to share etc)
That's why the complexity of velocity sensitive/digressive dampers, electronic (be it manual or automatic adjustment) dampers
Ohlins DFV having such additional overflow (dual flow marketing) to address few of such scenarios I've mentioned)
Instead of an outright linear stiffness on say, high speed, it has an overflow oil passage to digress damper compression so it'll be compliant during say, pot holes or speed bumps, but still very capable on say, hard brake, direction changes, sharp corners.
One interesting thing with road irregularities to add into the mix, is speed bumps tend to be issue of compression, pot holes rebound.
Ohlins DFV tend to not be able to address rebound
(i haven't got the privilege to personally own Ohlins DFV myself though, only passionate enough to understand its technicalities beyond its marketing)
Sep 3 2022, 12:25 AM
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