Often times, paying a little bit more money for a gain in versatility is a good choice. Ultimately, one must consider the use of the vehicle to make a decision. Though this feature is not something that is seen on the bulk of the coilovers on the market, it is available on quite a few and should be sought after if budget allows. To really dial a vehicle in for a specific setup and circumstance, these variables should be able to be controlled separate of one another. Not only is range of concern, but compression and rebound do not always go hand it hand. A set of coilovers with tons of adjustments on one end of the spectrum does the user no good on the other end. Most users will be wanting to track their vehicle, but also have the flexibility to have a bearable ride on the street. The range that these choices cover is really the thing to be looking at. Although more options are better, this is not always the whole story. This refers to how many different settings there are for dampening. Most coilovers will be advertised based on how many clicks are on the dial. One can see how having a fixed spring-rate means that compression and rebound adjustability shifts the burden of your choice onto these variables. More rebound will create more response on weight transfer out of a corner. Rebound force comes into play when force is lessened on the road, say at the bottom of a dip in a pothole, in the bottom of a bump in the road, or on the exit of a turn. Rebound dampening does the opposite of compression, go figure. This can be bumps in the road, slight turns, or say the car ends up on the rumble strips. This essentially aides the spring in absorbing fine changes in force exerted. The rate at which the piston compresses directly relates to the amount of compression dampening. This is the car pushing down onto the surface. This is where dampening comes in.Ĭompression dampening is the rate of reaction to a change in compression. An unloaded corner makes for loss of grip. Rather than a tire staying planted on the tarmac, with a load applied, it would waiver between loaded and unloaded. This coarse control by itself would result in a very “springy” ride. Spring-rate is generally fixed rate on a set of coilovers. Essentially, body roll in cornering will become less when spring-rate is increased. So what does this mean? The stiffer the spring, the more load it will take to compress it. To understand and compare different systems to one another, use this chart: You will see kg/mm often shown as “K” and lbs/in often shown as “#” or “lb”. This rating can be made in either kg/mm or lbs/in. Simply put, the spring-rate is defined as the amount the spring deflects over a certain load capacity. Spring-rate is a large factor in how a coilover will perform. Where does one begin to make choices? Spring-rate, dampening, compression, rebound, and independent adjustability of these are all items to consider when choosing a coilover system. When looking at coilover options, an abundance of offerings will be found. This is commonly known as a coilover system. When looking for the most performance and flexibility for different conditions, a full replacement is best. Springs can be thought of as a coarse control, with the dampers being a fine control. We know that two major components in a suspension that can be upgraded to optimize performance are springs and dampers. Summit Racing Equipment carries catch cans from trusted brands like Moroso, Mishimoto, Canton Racing, Ford Performance, JLT Performance, and many more.Going back to our last post (if you haven’t read Part One yet, you should), we discussed some suspension basics. These devices are easy insurance for your high performance engine, and some builders use both a catch can and a breather tank. Importantly, breather tanks may not meet local emissions standards. They capture some blow-by with a catch can and air filter, and they may have an oil return. In forced induction and racing applications, the build-up of crankcase pressure can be much greater, so a breather tank is designed to vent that excess pressure into the atmosphere. Some have a reservoir that needs to be drained regularly, while others are plumbed to return the oil to the crankcase. An oil catch can (sometimes called an air/oil separator) is installed between the PCV valve and the intake, where it removes contaminants and allows only clean air to return to the intake manifold. Normally, the PCV (positive crankcase ventilation) valve uses intake vacuum to relieve the pressure inside your crankcase, but that can result in oil mist and other blow-by contaminants building up on the valve and pistons, especially in direct-injection engines. Oil catch cans and breather tanks look similar and do similar jobs, but they serve different purposes.
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