Fahrwerk Theorie | Posts 16+

Quote:

Turn off the 10ct function when it's raining, and activate it when the engine is at 1500 RPM in second gear.

He's also turning in the 2nd .

I'll take a look at that Eibach stuff - thanks.

m;

I still can hardly understand that a different suspension system would really significantly help with that problem.

I have the exact same springs with the original dampers installed in my car.
"But the suspension has become quite stiff. Sometimes, when the road conditions are bad, I wish I had the standard suspension back."
However, it still represents a good compromise between a sporty suspension and comfort.

How old are your shocks?

Over time, they tend to become a bit harder and don't cushion as well as when they were new. But they're still okay.

I still can hardly understand that a different suspension system would really significantly help with that problem. However... since the dynamic axle load transfer depends on the center of gravity height.

Let's see, maybe I'll have time tonight to work on a somewhat suitable example. It's not rocket science (basic calculations for hairdressers are perfectly sufficient ), it's just that you should use reasonable values.

@Forum users


This refers to the ride height -> leverage moment.
and not the hardness, as discussed.

Martin, for whatever reason, doesn't want any ant killer.
In my humble opinion, a body lift of approximately 5cm is not the decisive factor. Furthermore, I believe that a 'non-suspended' vehicle, depending on the ride height, experiences the same rearward shift in weight distribution during acceleration.

Admittedly, my education and level of knowledge are in no way comparable to those of a hairdresser . Therefore, I am happy to learn and become more knowledgeable.

Greetings.

@Forenheini


This refers to the ride height -> leverage moment.
and not the hardness, as discussed.

Martin, for whatever reason, doesn't want any ant killer.
In my humble opinion, a body lift of approximately 5cm is not the decisive criterion. Furthermore, I believe that a 'non-sprung' car, depending on the ride height, experiences the same rearward shift in weight distribution when starting. The 'stiffness' of the springs (although a good lowering does not necessarily mean uncomfortable ) is usually closely linked to the ride height. However, even with the same ride height and only different spring stiffness, a difference would arise, as the pitching during acceleration and braking causes a shift in the center of gravity.

Admittedly, my education and level of knowledge do not in any way match that of a hairdresser. Therefore, I am happy to learn and become more knowledgeable. 'Technical calculations for hairdressers' is a quote from one of my professors... which I gladly adopted to point out that higher mathematics is not required for this. Ultimately, you can get by with the laws of leverage... (of course, neglecting things like the additional springiness due to dynamics).

Unfortunately, I didn't have time yesterday to work through an example, but I hope I'll be able to do so over the weekend. The only real problem is figuring out how to reasonably assume the center of gravity, but that's my problem to solve...

Okay, do it .

I was just speculating that the initial settling might not significantly affect the center of gravity, especially compared to the greater influence of the starting torque.
It's certainly possible that I overlooked something, or that a more significant shift is occurring than anticipated. However, when modeled in a vector diagram, I can disregard the 5cm deviation.

But according to my logic, the longer variant should, in the context of this problem, have significantly less 'slip' than the equally tall short G3 (due to the lever arm or something like that).


He should just buy a Syncro, that Martin .

But, according to my logic, the longer variant should, in the context of this problem, 'slip' much less than the equally tall short G3. (Leverage or something). Hmm... The wheelbase is the same (or is it?), and unladen (or with just the driver/passenger), the center of gravity should be roughly the same (possibly a little further back)...

Yes, if the wheelbase is the same, then no.

Take a look at the vehicles.

The Variant has a huge rear overhang (which is why the exhaust has such long tailpipes).

For the other variants (Passat, A6), the overhang is shorter because they are based on longer vehicles.

m;

@BesidesMom

'Syncro and TDI? Were those options available in the Golf? Unfortunately, they weren't available in the Passat 35i.'

Best regards, WarLord.

Okay, so the weekend is over, and I've done some calculations...

The formula for axle load shift is as follows: Fd = FB * hs/l.

Fd = dyn. Axle load.
FB = Acceleration force.
hs = emphasis height.
l = wheelbase

When these factors are considered in relation to each other, some values conveniently cancel out, ultimately leading to a proportionally smaller shift in the axle load. Assuming the same acceleration force, the height of the center of gravity remains the crucial determining factor.

For example, with series hs = 50cm (which isn't entirely unrealistic for an unloaded Golf – the center of gravity in a car is roughly at hip height *a rough rule of thumb*), a subtle (and certainly not uncomfortable) 3cm lowering results in a 6% reduction in axle load shift. This may seem like little, but try to achieve that 6% reduction in another way, which also allows for more power to be transmitted. In sportier vehicles with, say, a 30cm center of gravity height, a 3cm lowering already means a 10% reduction...

Edit: I completely forgot to mention that even a slight tilt can shift the center of gravity again, which can further improve the situation...

@ Heini

Thank you for the invoice.

@ WarLord

Yes, the Golf 3 TDI Syncro was available - both as a station wagon (Variant) and in the standard body style.

It's easy to identify by looking at the exhaust pipe, as it already has the design of the newer models (like the Golf 4) and not the "toilet roll with end cap" style. Also, the Variant Syncro has thicker exhaust pipes.

m;

@Forum users

Interesting calculation.


However, this calculation still supports the claim that lowering the chassis will not truly solve Dieselmartins' problem.

@Forenheini

Interesting calculation.


However, this calculation still supports the claim that lowering the car won't really solve the problem. I never said anything about 'solving' it, but even this simplified and rough calculation, in my opinion, proves that something noticeable should be done.}

It's clear that the problem cannot be completely fixed, only mitigated, and those few modifications for lowering the vehicle are certainly not the worst investment. Furthermore, there are other effects that haven't even been mentioned yet.

Okay.

The forum is providing me with an Eibach Pro kit, and I will then test it .

Then we'll know if it's worth it .

m;