Bilstein Adjustible Coil-overs, Clarification needed... |
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Bilstein Adjustible Coil-overs, Clarification needed... |
dlestep |
Nov 1 2009, 07:14 PM
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#1
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I am smilin'... Group: Members Posts: 890 Joined: 15-January 08 From: Sunrise Florida Member No.: 8,573 Region Association: South East States |
Awhile back, I purchased Patrick Motorsports' Adjustible Coil-Over Rear Bilstein Sport shocks.
They include Eibach 8.00 inch (static free length) x 2.50 ID coils. Everything was warm 'm fuzzy until I did a fit check. (Oh, yeah, they didn't come with new bushings or bumper, nor new washers, sleeve or anything). It did have a new nyloc nut ! (whoopee doo)... Question: is the lowest ring groove on the body the stock setting? On the assembly table, if I measure to the center of the shock body, it works out to be approx 5/12 inches. I was going to place the lock ring near the center of the body. For some reason, the numbers are not working out...maybe it's my math, but... there is a huge difference in static free length... I know that the shock is correct F4-B46-0179-HO, and that the shaft will compress into the body, but its' 4.00 inches above the upper perch, with the threaded collar set at its' lowest setting. Any help here would be appreciated...I ran out of Smart Water. Dave |
dlestep |
Nov 2 2009, 09:04 PM
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#2
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I am smilin'... Group: Members Posts: 890 Joined: 15-January 08 From: Sunrise Florida Member No.: 8,573 Region Association: South East States |
...I may have used an incorrect reference to "tender" vs "helper" springs.
Some sites confuse them, so for the sake of not confusing anyone, I will use tender as a spring [49.00 bucks] with almost no spring rate and used for taking up the space, [gap] in the assembly while the wheels are at full droop. Now about the helper springs, ones with progressive or linear rate. I would like to have the progressive [89.00 bucks each], as discussed earlier. But for now, I will run the tender [no rate] with the 180 lb Eibach coils. My engine is only a 2.0 four when I first go out. During the restoration, I stiffened the car with a 2.4 six that I have waiting for rebuild, while I'm running. So most of my effort in designed for the six in mind. Since it has been seven years since I put the nose of a 914 through a corner, I will have to learn how to drive my car all over again. Too many things have been upgraded and the car has changed. I'm not running a rear sway bar for the moment. I'm waiting for that seat of the pants adjustment. I will be playing with toe settings and height adjustments and at the end, corner balancing. My question about the front sway bar size was driven from the following: I am thinking that a step up in torsion bar size and 19mm on the sway bar. Until I was reading settings that were running 22mm and higher, which in my mind is a little too much in the front. My intentions are aggressive street, PCA DE events at the moment. I want to leave the car a little loose and adjustible and not tighten it so much that it pushes. I will be running the Brembo AM with Porterfields in front and stock calipers in rear. (I have a M set waiting in the wings for the rear), but want to feel the car as I adjust it into balance. I tend not to use the brakes hard, rather modulate them, using the car's momentum, gear choice and throttle. If I have to go deep, then...I'm dancing on the pedals, keeping my revs up for max torque out of the corner. I guess the short of it is I'm use to the 911's throttle-lift oversteer, and I want the the 914 to bite with a little ass and minimum opposite lock, to nose in on medium braking and expand out to neutral on exit. At this point I'm not sure where I'm going to be.... of the corner. |
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