Chris and mark what did you all do as for shock setting? I realize you prolly don't have a shock dyno of your exact shock setting but you could answer if you have more compression in the front or rear and if you have more rebound in the front or rear?

Thanks!

I've ran as little as 30psi with the kooks on a slick lot in the rain. Ultimately the car had more grip at that pressure for that lot but the tires felt mushy and transitioned/reacted slower. Some one within the last 10-15 pages did a test on a skidpad maybe random1 or someone saying that after data logging running 36f/34r was .5 seconds faster then any other pressure he tried. Granted this is "set-up dependent and surface dependent" but it give you a very good ballpark of where pressures should be.

Lower pressures seem to have a wider slip angle but most likely slower then having then in the 34-37 range. I set them at 36f/34r and look at how far they roll over. It always right at the point of the triangle on the wear indicator.

 

I would be shocked if you are right. Anybody have an Ohlins dyno?
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I don't have the dynos of them at full stiff, but here they are at a medium setting.

 

For comparison here are the plots for the pre-owned Moton CS that are on my car. Mine could use a little more compression in them, which will happen when I have them revalved/rebuilt at some point.

 

Figured I'd post dyno plots from my 8100s. This is close to where I had them set for nats.

Red & blue are front, green & black are rear -

 

So while I am still practicing reading shock dynos it would appear that the Moton is creating more low speed compression because the compression stroke on the Ohlins graph is represented by the lower of the two "Vs"

referencing this DG Secrets

I wish I had some none avg. plots, but alas that is the downside of buying used and being in a hurry to get them installed.

 

True but that's at 10 out from full stiff, they have much more than that even at 5 out from full stiff. They can provide excellent chassis control if the user chooses to do so. I'm running mine at around 7 out and Marc is running around 12 out

 

I absolutely don't doubt that the Ohlins is a quality shock that can provide excellent chassis control. They may just do it in a different way then the Moton does. I do not fully understand shock builds, but my primary understanding is that the Moton is relatively unique in its large shaft/piston that can create large forces in a short period of time. I also know my Moton valving is relatively tame in compression to many others I have seen, but am not at liberty to share.

The advantage of this in my setup seems to be that I can use shock forces to deal with the looseness on entry without having to modify spring rates to deal with this phase of the corner instead focusing on steady state.

Also in transitions, the car seems very quick to react and take a set compared to other cars I have ridden in or driven. Other's comments when driving my car compared to S2000s on other shocks always mention this as well.

 

I agree they both do it differently and the comment was that Moton has more compression, I think we can all agree that both have more than enough to get the job done.

 

Yeah, I was just trying to get the discussion back to reference the nose diving issues discussed a page back, and why the Motons may be why he has never noticed. It is so easy for shock talks to go off on a million different but still useful tangents.

On a different note I was really glad to see the MR2 Spyder perform so well on day 2. More class diversity will keep things interesting.

 

My setup is now in the spread sheet that 762 created. I encourage everyone else to do the same.

On R-S3 tire pressure I used to run 38F/36R. Based on skid pad testing the temperature in the center of the tread was elevated compared to the outside and inside edges. I reduced pressure 2 lbs all the way around and achieved event temps across the tread and went about 0.5 seconds faster around a skid pad with 75 ft radius. I have been running these pressures since May and they have worked well regardless of how fast the course is.