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GM Racing
Resident 7-post and shock technical specialists 7-post testing for GM racing 7-post & damper testing tools Race Engineering
Jim Kasprzak
36 years racing experience Developed 7-post testing for GM Expertise includes:
Race Engineering 7 post testing Suspension Engineering Shock design, development, & tuning Vehicle Tuning Arvin Ride Control
Director, Original Equipment Engineering Director, New Product Development Chief Engineer, Electronic Systems Manager, Suspension System Programs Copyright Kaz Technologies 2012
We asked YOU to send in your questions, and here they are! Well be covering:
Data Acquisition and Analysis Shock Tuning on your car Damping Calculations
Please ASK QUESTIONS! Were here to help and guide you through this process. When you see this of your questions! it means were answering one
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Vehicle Data
Motion Ratio
Wheel Rate Ride Rate Critical Damping Sprung & Unsprung Damping Ratio
Compression/Rebound Ratio
Knee Speed
Rebound Damping Low & High speed Copyright Kaz Technologies 2012
The level of damping that allows the mass to return to steady state most quickly with no overshoot is critical damping.
Ccr = Critical Damping Coefficient (N-s/m) KS = System Spring Rate (N/m) M = System Mass (kg)
The ratio of the damping coefficient to the coefficient at critical damping. Think of it as a damping rate.
= Damping Ratio (N-s/m) C = Damping coefficient (N-s/m) Ccr = Critical damping coefficient (N-s/m)
Passenger Car
Non-Aero Racecars
Milliken
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Choose Damping Ratios for: Low speed compression Low speed rebound High speed compression High speed rebound Low speed is body control and transitions, high speed is control over bumps. Choose Compression to Rebound Ratio
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Rebound
DP Car #1
DP Car #2
DP Car # 1
DP Car # 2
Typical Damping
Most sources I've read say that damping curves should be biased toward higher rebound damping and softer compression. Is there any truth behind this, and if so, why is this better than having symmetric damping curves or compressionbiased curves?
Compression
Rebound
Compression Biased
Compression
Rebound
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In your seminar on damping calculations last year there was no mention of anti roll bars. Other sources also neglect to mention them. Since ARB's can sometimes cause a significant increase in the wheel rate for single wheel bumps, shouldn't they be considered when specifying dampers for a racecar?
All my calculations were based on assumed weights. What do I do when I place a scale under each tire and get the true weight? Do I rework all my calculations?
KS = Spring Rate (N/m) KT =Tire Rate (N/m) WUS = Unsprung Weight (kg) g= Acceleration due to Gravity (m/sec2)
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KR= Ride Rate (N/m) KW= Wheel Rate (N/m) KT= Tire Spring Rate (N/m)
Motion Ratio
The ratio of shock/spring travel to wheel travel
Dyno test dampers Damper adjustment range Damper fit check Setup sheet Packer gap Session sheet Data analysis pages
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Incongruities
Must properly position shock at ride height Typically mid stroke at ride height Determine shock travel on track
Use data acquisition
Check for bottoming/topping
Event Information
Chassis Information
Packer Gap
Aero Information
Gearbox Information
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Session Tabs
Session Information
Tire Info
Tire Data
Understeer Gradient = U/S Grad= (Steer -ATAN(WB/((Speed*1.467)^2/(Lat*32.167))))))/Lat U/S Grad = Understeer Gradient (Deg/G) Steer = Tire Steering Angle (deg) WB = Wheel Base (inches) Speed = Vehicle Speed (mph) Lat = Lateral Acceleration (G) Understeer = (Lat > 0.5)* U/S Grad
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Speed
Throttle Brake
Understeer
Lateral Acceleration
Do you have any tips for using data acquisition to evaluate damper performance (assuming we have the standard sensors like accelerometers and shock travel sensors). What should we be looking for in the data (i.e. targeting a specific damper velocity during cornering/braking, front and rear roll angles stay relatively close throughout corners etc) ?
Wheel Speed
Lateral Acceleration Understeer Gradient Steering Angle Copyright Kaz Technologies 2012
Steering
Throttle
Damper Displacement
Damper Velocity
Packer Engagement
Rear Shocks
Steering
Throttle Brake
What vehicle dynamics test should I perform once the car is running?
To make car move at Sprung Mass Resonance Observe visually Analyze data Fix pitch, then heave May have to adjust spring rates
Steering
Throttle
Left Damper
Right Damper
Steering
Throttle
Left Damper
Right Damper
Observe visually Analyze data More AND less compression More AND less rebound
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How do I verify my shocks are working as intended? Say I designed for 1 in bump/droop. How do I verify that's what I'm (not) getting?
Rear Shocks
Steering
Throttle Brake