ohlins DFV


Personally, I think you are looking into it too much.

When it comes down to suspension, there are lots of different category and factors... and most of them are COST related.

I personally put the Ohlins DFV as the "Gold Standard" bench mark for high end suspension.
A nice degressive curved damper for compliant ride quality, dual perch design for easy ride height adjustments and spring rate control, and Mono-Tube Damper construction.

Those are the basic of what a good road suspension is about, and all the other 2-way, 3-way, blah blah blah are just extra fog.
If you are talking about high end suspension and you cannot show the above, then you are missing the basic of what a good sport suspension is about.

Now, granted we are talking about high end suspension here which are normally at least £2000 and on.
And at that price range, there are quite a bit of expectation and hence why I expect quite a lot. :)
 
TEIN, INC. | PRODUCTS | Gr.N F.R.S. SPEC

What is F.R.S. (Fast Rebound System) ?
F.R.S. operates when the mechanical sensor detects the change in load on tires, in situations such as when going through gaps and/or making jumps.
When the ground contact load on tires decreases, F.R.S. is activated to open the by-pass valve, to instantly decrease the rebound damping force, making rebound stroke faster. This makes it possible for tires to return to the ground faster, after going over gaps, and provides superior stability at high speed with a maximum of 20Hz response speed.
Also, the faster rebound stroke means securing longer compression stroke. This allows the use of softer springs and hence the settings can be focused more on traction performance.
While running, the vehicle’s dynamic ride height would be slightly higher than the static ride height, due to the jack-up effect of F.R.S. This reduces the possibility of the under guard hitting the road surface and also the reduction of travel resistance can be expected. F.R.S., which works the best on rough surfaces, helps to keep the time loss to the minimum when running on ragged SS after repeated use and/or on broken surface on inside of corners.
F.R.S.: Patented. PCT (International Application) WO2005111459 / WO2004040164


http://www.youtube.com/watch?v=yKCZOrM1oEU&feature=player_embedded
 
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I think you got to think about what you are using the suspension for, then pick the suspension that are design to take on that task.

Talking about a Tein suspension design for Gravel Rally wouldn't really do well for roads.
Looking at a Tein Damper Dyno design for Racing wouldn't really do well for roads.

If you are going off road rallying, the Tein Gr.N will be better than Ohlins DFV.
If you are going for hardcore racing (Stripped out, Seem Welded, Slick Tyres), then the Tein SuperRacing will be better than the Ohlins DFV.

But if you are going to build a car that are design for fast road use with occasional track days use, then the Ohlins DFV is the Gold standard at the moment for me.
Because they provide everything you would want from a road sport suspension, with all the adjustment and flexibility you will need.
(At least on specification, I haven't actually tested each application such as ride height adjustments and springs rate).
 
MeisterR said:
I think you got to think about what you are using the suspension for, then pick the suspension that are design to take on that task.

Talking about a Tein suspension design for Gravel Rally wouldn't really do well for roads.
Looking at a Tein Damper Dyno design for Racing wouldn't really do well for roads.

If you are going off road rallying, the Tein Gr.N will be better than Ohlins DFV.
If you are going for hardcore racing (Stripped out, Seem Welded, Slick Tyres), then the Tein SuperRacing will be better than the Ohlins DFV.

But if you are going to build a car that are design for fast road use with occasional track days use, then the Ohlins DFV is the Gold standard at the moment for me.
Because they provide everything you would want from a road sport suspension, with all the adjustment and flexibility you will need.
(At least on specification, I haven't actually tested each application such as ride height adjustments and springs rate).
Click to expand...

Thks. The TEIN F.R.S. is like the D.F.V. only on the rebound side? Hope TEIN introduce F.R.S. into its other models.

Just one question by just looking at the Damping Dyno plot of a damper, how would you know what spring rate it can handle? Is there a rough rule of thumb - i read something about the chassis "natural frequency"...
 
TEIN Flex Damping Curve. Rebound nicely digressive.
 

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found this:

The damping curve shown above displays an abrupt transition from
high to low damping which for some racing applications may not be optimum, as
such a sudden transition can upset the dynamics of the car.

comments?

Is that why racing shocks are not digressive?
 
We all know that if you hit a speed bump going very slowly, the car moves
vertically almost as much as the wheels. But if you were to go over the same
bump going quickly, the body of the car doesn’t move nearly as much. Depending
on the speed at which you hit the speed bump, the car body’s response changes.
The cause of this phenomenon is that the response of the system – the car and its
suspension – is a function of the frequency of the input

YouTube - KONI FSD shocks adjustable motorhome truck SuperSteer Hendersons Line Up dampening softer ride

Koni: FSD
 

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I only have the method of determining a FV plot from a given natural frequency, which I would then overlay on a given dyno plot to see how it compares to the ideal. To work backwards from an FV plot to determine an ideal spring rate is basically a bit of a fudge, altering the inputs and overlaying the plots each time until you found a matching setup. I guess you could re-arrange the equations to work backwards that way, but you'd need to know nominal force values at given shaft speeds which I've only ever seen for the stock Type R dampers.

Really, you shouldn't do it that way at all, you pick your spring rate/ride frequency, then tune the dampers to match.
 
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