Gus F

I'll use my new motons and suspension for a second time this coming weekend at Sebring two day CHIN event, I have the Clubsport two way adjustable kit together with F 700, R 1000 lbs/inch springs. First time I tested was at PBIR (very smooth track surface) the initial settings were the moton recommended, bump or compression 2 clicks from softest and rebound 3 clicks from softest. Clubsport have 7 positions: 0,1,2,3,4,5,6 for each bump and rebound, so this means bump is in position "2" (one before middle) and rebound position "3"(middle position). this setting was very good but maybe I could had gone a little stiffer on both bump and rebound. next time I'll try different settings...

But what about Sebring? this is a very different track, very bumpy, specially turn 1 and 17, high curbs to deal with... Do I still have to go softer on the bump setting?, both front and rear? are there any settings recommendations that moton provides for sebring?, do the track junkies here have some suggestions? thanks for the advise...
regards,

4porsh

Like I said, talking to Lex would be your best bet.

My friend and I have our CS set up with 150 psi in front and 175 psi in rear.
Compression settings on the cans are three clicks starting from the softest point meaning from 0 you would be on 3. Rebound on struts are 4 clicks front and 5 clicks rear from 0.

I would just stay on the gas and use the steering wheel when going over big bumps.

Gus F

Excuse me but who is Lex? is he with moton?

4porsh

Yes, Lex is with Moton 770-886-8777.
I thought I posted this earlier on another thread where you asked about set up.

Gus F

Thanks 4porsh, I will call him,... I'm not surprised since lately I forget everything, not really remember the post,... is good I still remember where my car is...Looks like I have to slow down everything else one notch

mobonic

I have JRZ RS Pro's

Mine have 14 settings and I use 6-7 front and 7-8 rear for most tracks.

my canisters are at 200 psi

obsessedone

My Club Sports 2 bump/3 rebound Front, 4 bump / 3 rebound rear with charges of 175 psi F / 225 R. You might stiffen rear bump slightly, wouldn't stiffen front if heading to bumpy track.

Lex is the gospel as he sets up and gets feedback from so many drivers but still good to get to know impact of changing settings and experiment a bit - there are many combinations of springs, sway bars linkages and alignments out there your, buddies settings may not be ideal for you.

Gus F

obsessedone thanks for the tip, so a softer front and stiffer rear bump should do the trick?, what about also going a bit stiffer in the rebound both front and rear?, will this help to keeping more of the car grip on the track surface? maybe keeping 2 or 3 clicks difference between bound and rebound...yes you right about the fact everybody's car setup is different, but what is the general rules/principles regarding the motons adjustments.
I will call moton maybe have more info, I don't understand why they don't supply more info with the hardware, will call Lex at motons today.

obsessedone

Lex can give you a better education on the principles than I can. With that disclaimor, my understanding of rebound is that it controls the rate at which the shock comes back after compression. So you hit a bump wheel goes up, too stiff a rebound setting will delay return of wheel to ground following the bump. On the other hand, stiffer rebound reduces rate of roll in corners somewhat as the inside wheel will not drop as fast as with a softer setting, which puts more weight on inside until the wheel drops. Like most things it is a balance - between ideal setting for corners, bumps, etc.

I have my front bump a bit softer than the rear - I suspect it relates to the car's weight distribution - same reason you go stiffer springs in the rear. If you go too stiff on bump settings you will feel like you are hammering every bump or tar strip, car may even hop a bit over bumps.

obsessedone

Here is a tuning guide I ran accross for Koni Shocks - gives more info on principles than the Moton guide you can find on Moton site - I think it gives fair description of the principles but would not rely on detail like Step 4 "back off 2 clicks" maybe 1 click is good on Motons...

KONI shock tuning guide
Suggested Adjustment Procedures For Road Racing Use
(from the KONI NA Factory Tuning Guide)


Adjusting The COMPRESSION (Bump) Damping Control (Very Important to do this FIRST!)

Bump damping controls the unsprung weight of the vehicle (wheels, axles, etc.). It controls the upward movement of the suspension as when hitting a bump in the track. It should not be used to control the downward movement of the vehicle when it encounters dips. Also, it should not be used to control roll or bottoming.

Depending on the vehicle, the ideal bump setting can occur at any point within the adjustment range. This setting will be reached when "side-hop" or "walking" in a bumpy turn is minimal and the ride is not uncomfortably harsh. At any point other than this ideal setting, the "side-hopping" condition will be more pronounced and the ride may be too harsh.

STEP 1: Set all four dampers on minimum bump and minimum rebound settings.

STEP 2: Drive one or two laps to get the feel of the car. Note: When driving the car during the bump adjustment phase, disregard body lean or roll and concentrate solely on how the car feels over bumps. Also, try to notice if the car "walks" or "side-hops" on a rough turn.

STEP 3: Increase bump adjustment clockwise 3 clicks on all four dampers. Drive the car one or two laps. Repeat Step 3 until a point is reached where the car starts to feel hard over bumpy surfaces.

STEP 4: Back off the bump adjustment two clicks. The bump control is now set. Note: The back off point will probably be reached sooner on one end of the vehicle than the other. If this occurs, keep increasing the bump on the soft end until it, too, feels hard. Then back it off 2 clicks. The bump control is now set.

Adjusting the REBOUND Damping Control

Once you have found what you feel to be the best bump setting on all four wheels, you are now ready to proceed with adjusting the rebound. The rebound damping controls the transitional roll (lean) as when entering a turn. It does *not* limit the total amount of roll; it *does* limit how *fast* this total roll angle is achieved. How much the vehicle actually leans is determined by other things such as spring rate, sway bars, roll center, ride heights, etc.

It should be noted that too much rebound on either end of the vehicle will cause an initial loss of lateral acceleration (cornering grip) a that end which will cause the vehicle to oversteer or understeer excessively when entering a turn. Too much rebound control in relation to spring rate will cause a condition known as "jacking down." This is a condition where, after hitting a bump and compressing the spring, the damper does not allow the spring to return to a neutral position before the next bump is encountered.

This repeats with each subsequent bump until the car is actually lowered onto the bump stops. Contact with the bump stops causes a drastic increase in roll stiffness. If this condition occurs on the front, the car will understeer; if it occurs on the rear, the car will oversteer.

STEP 1: With rebound set on full soft and the bump control set from your earlier testing, drive the car one of two laps, paying particular attention to how the car rolls when entering a turn.

STEP 2: Increase rebound damping three sweeps (or 3/4 turn) on all four dampers and drive the car one or two laps. Repeat Step 2 until the car enters the turns smoothly (no drastic attitude changes) and without leaning excessively. An increase in the rebound stiffness beyond this point is unnecessary and may result in a loss of cornering power. Note: As with the bump settings, this point will probably be reached at one end of the car before the other.

However, individual drivers may find it desirable to have a car that assumes an oversteering or understeering attitude when entering a turn. This can be easily "dialed-in" using slightly excessive rebound settings at either end.

Gus F

Thanks a lot, this is much more informative and seens that it can also be applied to the clubsport motons.