RONNEFALK Speculation by Lefty, JQ just wants to talk PISTONS and how they work!



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16 Comments

  1. Hey jq, also very wrong kind of engineer here (civil) but your idea of angled piston holes having an effect on the characteristics of the shock package might make some sense actually. Once you said it, it took me back to out version of fluid mechanics where we calculate Hlf or head loss due to friction, and depending on the shape of the fitting/pipe a greater/lesser K value would be applied. We typically apply this for pressurized water/sewer conveyance systems, so if we think of the angled hole as a different type of fitting (a straight pipe vs a 45degree or 90degree fitting) there would be some minor losses that could add to that slightly different feel. Not the best engineer, but it did remind me of that and I thought possibly it could have some applicable theories 🤷🏽‍♂️

  2. I’ve always found less pack to give the car more movement. On high grip the car is too reactive with less pack. 8 holes seems to calm it down and limit the motion of the chassis. You can try and get the same LSC “feel” on the bench but on the track I think the LSC is actually affected by the amount of pack you’re running. When the track is loose and I need the car to react faster 5 holes, when the track is fast/high grip and I need more stability 8 holes

  3. As an M.E., coming from a mass-spring-damper point of view, I think quite a lot of people don't understand the difference between the spring and the damper.

  4. I think it’d be nice if you made a video on tire selection. There’s actually not much really good info on it on the internet. And the brands’ tire selection guide isn’t very intuitive sometimes

  5. Of course it would be great to have dampers with actual shim stack valves, but how would you even begin to start educating regular racers, who have zero scientific/engineering background to be able to get even a remotely useful setup? I used to race motocross back in the days of 2 stroke bikes, just before shocks and forks came with high and low speed damping adjustment. Regardless, to do anything other than adjust the clickers, as in being able to make an objective and useful alteration would be next to impossible.

    Are you suggesting that manufacturers give a basic shim stack setup, as how an mx bike is purchased, for example and hope that works for everyone? I think it’s far too involved and just way too many options with changing shims to alter the damping curves to be in any way useful for average racers. We would all just end up ruining the handling, imho. Far too many options and no real way to define what’s actually going on since it isn’t like you can actually feel what the dampers are doing at various parts of the track like you can in a real car/bike, we obviously have to rely just on what we can see the car doing, which isn’t nearly enough info. It’d be like trying to get a suspension tech to setup someone’s vehicle, car or bike, but only working from what he can see, as in no feedback from the driver. That’s a very hard task, to say the least.

    What are you suggesting when you mention that no kind of racing vehicle uses dampers with the same, ancient design as we make do with? Shim stacks or something completely different?

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