JRZ Testing Inside!
Jul 21, 2007, 07:49 PM
#21
Am I seeing correctly, is that a 1000#/in. spring? Very interesting . . . 
Can I ask, what makes the JRZ better than the Ohlins you were using? Assuming you could have the Ohlins revalved to have the same dampning curve as the JRZ you are now testing, is there something else that gives the JRZ the win?
EVOlutionary
Can I ask, what makes the JRZ better than the Ohlins you were using? Assuming you could have the Ohlins revalved to have the same dampning curve as the JRZ you are now testing, is there something else that gives the JRZ the win?
EVOlutionary
Jul 21, 2007, 11:47 PM
#24
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No one at AMS has ever half-assed anything in the 3 years I have known them.
Martin, Mark, Bryan, Great Job.
I can't wait to see th results. I just wish I could find an RS to get those things on.
BOL, STF
Martin, Mark, Bryan, Great Job.
I can't wait to see th results. I just wish I could find an RS to get those things on.
BOL, STF
Jul 22, 2007, 08:22 AM
#25
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Am I seeing correctly, is that a 1000#/in. spring? Very interesting . . .
Can I ask, what makes the JRZ better than the Ohlins you were using? Assuming you could have the Ohlins revalved to have the same dampning curve as the JRZ you are now testing, is there something else that gives the JRZ the win?
EVOlutionary
Can I ask, what makes the JRZ better than the Ohlins you were using? Assuming you could have the Ohlins revalved to have the same dampning curve as the JRZ you are now testing, is there something else that gives the JRZ the win?
EVOlutionary
Spring rates could go higher. Still learning the BFG so we will see.
If you took a set of ohlins and a set of JRZs and matched valvings you would still have two different characteristics. The range of adjustment and the steps in between said adjustments are much different. The JRZ has a larger valving range and larger adjustment steps. This enables all of our customers to make adjustments that have a real effect on the cars handling. When you are ready to tune in between the clicks of the JRZ feel free to give me a call.
Also, the shocks behave differently as they accelerate. Getting a shock to have the right response properties is just as important as the "shock curve" most people discuss. The shock never really behaves like that unless there is some sort of perfect "ramp" bump that you hit. I won't go into the details of how we made our dampers respond, but suffice to say you can double stint a tire with JRZ.
Finally, engineering support FTW
Best,
Bryan Hise
Race Car Engineering, Product Development
JRZ USA Suspension Engineering
bryan@jrzusa.com
410-799-7798.
Jul 22, 2007, 10:13 AM
#26
Spring rates could go higher. Still learning the BFG so we will see.
If you took a set of ohlins and a set of JRZs and matched valvings you would still have two different characteristics. The range of adjustment and the steps in between said adjustments are much different. The JRZ has a larger valving range and larger adjustment steps. This enables all of our customers to make adjustments that have a real effect on the cars handling. When you are ready to tune in between the clicks of the JRZ feel free to give me a call.
Also, the shocks behave differently as they accelerate. Getting a shock to have the right response properties is just as important as the "shock curve" most people discuss. The shock never really behaves like that unless there is some sort of perfect "ramp" bump that you hit. I won't go into the details of how we made our dampers respond, but suffice to say you can double stint a tire with JRZ.
Finally, engineering support FTW . . . .
If you took a set of ohlins and a set of JRZs and matched valvings you would still have two different characteristics. The range of adjustment and the steps in between said adjustments are much different. The JRZ has a larger valving range and larger adjustment steps. This enables all of our customers to make adjustments that have a real effect on the cars handling. When you are ready to tune in between the clicks of the JRZ feel free to give me a call.
Also, the shocks behave differently as they accelerate. Getting a shock to have the right response properties is just as important as the "shock curve" most people discuss. The shock never really behaves like that unless there is some sort of perfect "ramp" bump that you hit. I won't go into the details of how we made our dampers respond, but suffice to say you can double stint a tire with JRZ.
Finally, engineering support FTW . . . .
I also understand why AMS has switched to a manufacturer who will give direct factory support in getting their car set up. It is great to have access to a manufacturer here in the US how can give direct support.
What I don't understand is your comment about JRZ and Ohlins working differently "as they accellerate". If you have a set of each with the same dampning curves, and both have X lb/in dampning at 3in/sec. and Y
lb/in dampning at 6in/sec. , are you saying that they behave differently as they accellerate from X to Y? How so? (Not how did you do it, but how is it different?)
Last question - for a particular car that already has a properly set up set of Ohlins DA/PB shocks that does not need a huge adjustment range (only enough to account for tire brand and surface grip changes), is there a benefit to be realized in switching to JRZ, and what magnitude of benefit?
Thanks!
EVOlutionary
Jul 23, 2007, 09:24 AM
#27
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The gist of the concept is this:
If the shock is traveling a 3 in/s but accelerating at 22 in/(s^2) the shocks with the same "damping curve" will actually be making a different force. You want a shock that responds better ex 95% of X instead of 88% of X. That gives the car a better handling characteristic and improves tire wear. Our dampers are designed to have a better response compared to competitors.
As far as the shocks that may be considered properly set up, you would be surprised at the range needed to go from track to track (even day to day) to obtain the maximum from the car/tire. Especially if you are changing springs.
Best,
Bryan Hise
Race Car Engineering, Product Development
JRZ USA Suspension Engineering
bryan@jrzusa.com
410-799-7798
If the shock is traveling a 3 in/s but accelerating at 22 in/(s^2) the shocks with the same "damping curve" will actually be making a different force. You want a shock that responds better ex 95% of X instead of 88% of X. That gives the car a better handling characteristic and improves tire wear. Our dampers are designed to have a better response compared to competitors.
As far as the shocks that may be considered properly set up, you would be surprised at the range needed to go from track to track (even day to day) to obtain the maximum from the car/tire. Especially if you are changing springs.
Best,
Bryan Hise
Race Car Engineering, Product Development
JRZ USA Suspension Engineering
bryan@jrzusa.com
410-799-7798
Jul 23, 2007, 10:39 AM
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Wow, this is amazing information and work. Awesome stuff Bryan, no wonder our Formula SAE car did so well, I remember seeing those linear potentiometers everywhere. Looking forward to seeing what you guys can come up with to improve the aerodynamics on the car.
Nice shirt btw
, UMD FTW!
Nice shirt btw
, UMD FTW!
Last edited by dcorn; Jul 23, 2007 at 10:42 AM.