I'm getting back into F1 Challenge again but need some websites to get
setups mainly. I've been out of the loop on good racing websites for a bit
now and want to find a good one again. Thanks.
http://w3.enternet.hu/iroland/html/af1.htm
Fast/slow bump/rebound is something Papy sims should have taught me a long
time ago ;)
Mitch
Jason
Im no shock expert and really dont know anything other than what I read as
it relates to sim racing. If I understood slow rebound then its simply the
interaction between the body/chassis and shock instead of Fasts wheel to
shock interaction. Same shock but a different spectrum is what I was
thinking?
OK if my thinking is incorrect (which is likely) then what aspect of the
suspension controls the slow bump/rebound aspect (chassis/shock interaction)
in Nascar? Even if the shocks dont have that particular adjustment the
shock must still accommodate the different frequencies generated between the
body/chassis vs wheel/brakes. Isnt that what a shock does and isnt that
part of *any* shocks engineering? Despite it not being an adjustment option
in NR2003?
Mitch
> >Fast/slow bump/rebound is something Papy sims should have taught me a
long
> >time ago ;)
> Yeah, it's a shame stock cars don't use shocks with separate fast/slow
> rebound settings, eh?
> Jason
Now explain 3rd spring and you can leave detention.
Jason
Correct; it's just that if the shocks you're running (for whatever reason)
don't have separate high/low speed damping circuits, you have to compromise
between what works best for pitch/roll control and what works best at
keeping the tires in contact with the ground. With dual circuit damping,
you can run much stiffer damping for better pitch/roll control, since the
pressure spikes from fast wheel motion will engage the high-speed damping
circuit. With simple shocks you're more dependent on sway bars and the like
to control the body. Probably the first mass-market dual-circuit shock
applications were in motocross, which is where I became familiar with them
many years ago. On bikes, you set the low-speed damping to control dive and
squat (pitch only on 2-wheelers, of course), while tweaking the high speed
compression and rebound to suit individual track bump characteristics.
Damping as stiff as is used in the low-speed circuits would render the
suspension completely unable to deal with real bumps if you didn't have some
pop-off mechanism to engage the high speed circuit. The next step is
magnetorheological fluid in the shocks, which changes viscosity almost
instantly with changes in an electrical current that's running through the
shock. So you can have very thick shock fluid for stiff damping on smooth
roads, but if you hit say, a pothole or railroad track, the fluid turns very
thin in a microsecond to let the wheel absorb the bump, then thickens again
on the back side. Very nifty stuff, but it takes a computer and lots of
sensors to tell the shocks what to do. Don't think Mr. France would go for
that on Cup cars... ;-)
Mitch, check this page out:
http://www.neohio-scca.org/clubinfo/comp_clinic/hand_out_reprints/dam...
The guy who wrote this, Dave Weitzenhof, has been racing Formula Ford & Formula Continental in SCCA
for more than 30 yrs, & at the SCCA Run-Offs at Mid Ohio last year, he finished 3rd w/ an 8 year old
car! In my younger days, he was a hero of mine.
Still is, come to think of it. ;o)
-Brian