Initial Moton settings?
02-18-2011, 10:29 AM
#16
Three Wheelin'
I just installed the Moton CS I also purchased in the group by this week. I am going out tomorrow, weather permitting. My mechanic spoke to Lex and he recommend we start at rebound 6 from soft, compression 4 from soft. I am running slightly softer springs but don't know what relevance that has.
Felt a lot different driving the car home from the shop, anxious to get it on the track.
Felt a lot different driving the car home from the shop, anxious to get it on the track.
02-18-2011, 10:40 AM
#17
Rennlist Member
I hope that the above suggestions are cognizant of the OP's spring rates: 800/1000. You'll need a bit more damping compared to people running 600/800 or such. This issue is often overlooked when people discuss shock settings.
02-18-2011, 02:05 PM
#18
Rennlist Member
Radical changes like that wouldn't help learn. And you really need to dial one setting in first and then work the other.
I have never had a driver that couldn't feel the difference between 2 clicks, it really makes a difference and helps the learning curve. It does help if you have a coach/mechanic/etc available to assist you that can also technically question and discuss what is happening. There will be a difference sometimes at different sections of the corner which is very critical for correctly tuning the car. Paying someone that knows and understands what and why it is happening here can save you much frustration, and many slower laps.
I have never had a driver that couldn't feel the difference between 2 clicks, it really makes a difference and helps the learning curve. It does help if you have a coach/mechanic/etc available to assist you that can also technically question and discuss what is happening. There will be a difference sometimes at different sections of the corner which is very critical for correctly tuning the car. Paying someone that knows and understands what and why it is happening here can save you much frustration, and many slower laps.
Just to clarify another point. You guys are discussing what I assume is gas pressure rates (150psi fronts 175 psi rears). Is this just how they come or is this something that is also 'alterable'? Springs will be 915/1140lbs.
02-18-2011, 04:34 PM
#19
Race Director
Thread Starter
Sorry Chris, I'm going to be much more evil than VR on the setup stuff. You will bring the car to the track, set up as suggested, then I'm going to change your shock settings and you're going to drive the car and tell me what it's doing differently and what you think I changed. Then I'll tell you what I changed. We go through this for a few iterations and you'll have a very visceral understanding of what mucking with the shock settings can do. Besides, it'll make for an enjoyable day for one of us 
I would appreciate your help even if it is at my expense.
At least I'll be learning something.
02-18-2011, 05:28 PM
#20
Rennlist Member
I have worked with a couple of guys on doing similar stuff with their cars. The main reason we did the shock sweeps with them wasn't to dial the car in but it was so they could feel how turning the ***** changed how the car responded. A debrief would help to get them pointed in the right direction with how the car responds to the changes along with getting the car setup for their driving style and what they are comfortable with.
There is nothing worse than spending $5k+ on a set of shocks on your $50K+ and getting bad results. That is why spending the little bit more to get help dialing them in with somebody that does this for a living helps. For the overall investment the coach is cheap because you will get driving advice along with setup advice. Both of these help make you faster over the life of your driving career. Hope this helps and let us know what you end up doing
Of course I am one of the guys that does this for a living so part of this is a plug on what I do and part of it is advice to a fellow Rennlister. Everything I said is from my experience working with guys in club racing, pro racing, and DEs.
02-18-2011, 06:11 PM
#21
Race Director
Thread Starter
Chris, I think Bruce's advice is probably one of the betters on here. Get somebody that knows what they are doing to help you set them. Have them at the track on the days you are going to try to dial the suspension in. Turning some ***** in a one direction or the other can be great to learn but you need to have someone there to also explain why you felt what you did and how the suspension, chassis and tires all responded to these changes.
I have worked with a couple of guys on doing similar stuff with their cars. The main reason we did the shock sweeps with them wasn't to dial the car in but it was so they could feel how turning the ***** changed how the car responded. A debrief would help to get them pointed in the right direction with how the car responds to the changes along with getting the car setup for their driving style and what they are comfortable with.
There is nothing worse than spending $5k+ on a set of shocks on your $50K+ and getting bad results. That is why spending the little bit more to get help dialing them in with somebody that does this for a living helps. For the overall investment the coach is cheap because you will get driving advice along with setup advice. Both of these help make you faster over the life of your driving career. Hope this helps and let us know what you end up doing
Of course I am one of the guys that does this for a living so part of this is a plug on what I do and part of it is advice to a fellow Rennlister. Everything I said is from my experience working with guys in club racing, pro racing, and DEs.
I have worked with a couple of guys on doing similar stuff with their cars. The main reason we did the shock sweeps with them wasn't to dial the car in but it was so they could feel how turning the ***** changed how the car responded. A debrief would help to get them pointed in the right direction with how the car responds to the changes along with getting the car setup for their driving style and what they are comfortable with.
There is nothing worse than spending $5k+ on a set of shocks on your $50K+ and getting bad results. That is why spending the little bit more to get help dialing them in with somebody that does this for a living helps. For the overall investment the coach is cheap because you will get driving advice along with setup advice. Both of these help make you faster over the life of your driving career. Hope this helps and let us know what you end up doing
Of course I am one of the guys that does this for a living so part of this is a plug on what I do and part of it is advice to a fellow Rennlister. Everything I said is from my experience working with guys in club racing, pro racing, and DEs.
Bruce knows what he's talking about car wise and he's usually at the track. He's been my usual go to guy for advice over the years.
I'm looking forward to this.
02-18-2011, 06:11 PM
#22
Rennlist Member
Sorry Chris, I'm going to be much more evil than VR on the setup stuff. You will bring the car to the track, set up as suggested, then I'm going to change your shock settings and you're going to drive the car and tell me what it's doing differently and what you think I changed. Then I'll tell you what I changed. We go through this for a few iterations and you'll have a very visceral understanding of what mucking with the shock settings can do. Besides, it'll make for an enjoyable day for one of us
Actually, you & Seth are 100% correct, and I agree fully, but I had to be very careful not to appear to solicit business here.
Chris, I hope you received my email with those documents.
Professional Racing and Driving Coach
02-18-2011, 08:10 PM
#26
Lex is the greatest, although even he will tell you to play with the adjustments to determine what is best for that day, track, driver, conditions, etc etc.
Lex can give you a baseline although I, and my customers, always learn more about the car and setup when l, with them, have gone thru the slow learning curve of a click or two at a time. It's a pain and time consuming although the lessons learned are well worth it IMHO.
Lex can give you a baseline although I, and my customers, always learn more about the car and setup when l, with them, have gone thru the slow learning curve of a click or two at a time. It's a pain and time consuming although the lessons learned are well worth it IMHO.
02-23-2011, 12:43 PM
#27
Race Director
Thread Starter
Talked with Lex this morning. What an awesome guy.
With 15 click shocks
Pressure 150 psi F, 175 psi R
Rebound 5 clicks F, 6 clicks R
Compression 7 clicks F, 8 clicks R may go as much as 10 but gotta play with it
Thanks guys!
02-23-2011, 02:05 PM
#28
Three Wheelin'
02-23-2011, 03:40 PM
#30