Upgrading the suspension is not as easy as buying a kit with adjustable coilovers or lowering springs etc.
Market is full of too many options with so many variations it becomes too confusing, too difficult to decide what is the advantage of one setup vs the other...I thought I knew I had the basics covered and could select what I wanted but once I started my research I realised I had a long way to go before I could even think of upgrading my wheels or buying new coilivers ...
I too was overhelmed with so many options available...this was my starting point of my research on where to begin from..
To begin we need to think of the suspension tuning as combination of tuning of these individual components
part1] Suspension components and its geometry
part2] Dampers and their settings
part3] Springs and their settings
part4] Tyre and wheel combination
All these 4 are covered in great detail afterwards.
All these 4 are dependant on each other - you can tweak any one part or all of them ..and be happy as there is no right or correct feel to a car most of the time.I said "most of the time" as this is related to the those areas which relate to the "the subjective feel/ride quality" of the car.
Some areas there are no 2 ways about it - there is only one right way. ..e.g w.r.t to C.G and roll centre etc. You can't argue taller C.G is good or bad. Its just bad ..thats why all SUVs are a peice of shit.
I spent nearly 6 years reading up on what constitutes as right way/wrong way and how does it really work ? everytime I thought I have finally understood it ..some new factor comes along or a better product comes along.
Some of this things I would consider before stating off on platying with my suspension.
Some more thoughts before getting to the 4 parts...
Firstly you need to have the right platform to begin with - this is most critical ..
I would not bother with a high C.G or "cab forward" styled car..like the new Honda civics.. its just not a good platform its just inherently bad design. SUV's are a total waste of time and money.
All the obese muscle cars out of the picture..they are just too heavy..certain cars exceeding a particalur weight can never be made to handle how much ever you try to tune it.
The suspension should be either a double wishbone or a multi link to begin with.. Struts can also get the job done and some good handling cars too have struts.. But my point being why not start with something which is a superior engineering design in the 1st place ?
But if you have a strut based suspension .. u can live with it but can't argue its superior to a double wishbone.
Also the position of the engine and gearbox will make a diff to how your car behaves to the suspension tweaks etc. A car with its engine load ahead of the front axles or way behind the rear axles will not rotate as welll as a car with its engine/gearbox heavier portion closer to the middle of the car.
Dont listen to what crap the magazines, car shows say like 50%, 50% is a good ideal balance.. hardcore racers and suspension tuners say thats not what is important..only what matters is how much towrads teh centre of the car weight is concentrated makes a car handle better(means it will alllow to change its direction quickly with minimuim wight transfer = minimum change in corner loads = better chance of not distrubig the suspension)
Considering all thse factors or a compromise of these factors a propr platform should be selected..
A simple low slung, double wishbone coupe in stock mode can out handle a more expensive heavier custom tuned car with struts.. simple basic example
96-99 civic vs any new post 2000 accord (diff in suspension,CG)
any mazda rx8 vs any shitty heavy muscle car (diff in suspension setup, overall weight)
any mini coper vs any car (short wheelbase)
Without any tuning a superior stock vs stock design is a better candidate for tuning.
Details below
part1] Suspension components and its geometry , some of these are static factors and some are dynamic..i.e change based on the way the suspension encounters the road contours/temperature,water etc
(a) Centre of gravity
(b) Instant centre
(c) Roll centre and roll moment
(d) Toe
(e) Camber
(f) Caster/SAI
(g) Bump steer
(h) Weight transfer
part2] Dampers and their settings, types of dampers and what are the differnces in each type
(a) Frequency of the road..
(b) Bump, fast bump and slow bump
(c) Rebound, fast rebound and slow rebound
part3] Springs and their settings, how do we select what we need
(a) Corner weights and weight distribution
(b) Spring selection, spring constant
(c) Pre load
part4] Tyre and wheel combination
(a) Wheels - +ve and -ve offset, track width
(b) Scrub radius
(c) Sidewalls, Air pressure
