A gift from Toyota~

Uncle in Ipoh found a 'relic' while cleaning his office desk. A key chain which toyota gives away with it's products.

It actually works in some way. lol~ the shaft of the miniature absorbers did retract into the body. ^^~

Spring is in the air~

It's has been 3 weeks since i feels like coming in to start posting something, it's kinda bored without mango around. Life seems pretty plain and simple.... untill yesterday~
my neighbor's car was covered by those pretty pink flower, which i didn't know what's the tree's name. And it does done that every year, telling us that spring is in the air ^.^ The only thing diffrent for this year is~

it BLOSSOM a lot nicer that previous year, and the year before and the year before ^-^

hope this is a good sign which we would be able to have a good year a head of us. Seeing that so much had happened this few months.

A very good and prosperous Spring to all my friends out there~ Happy always ;)

Suspention setting and caster-toe-camber relationship.

While i was looking around for some custom make pillow-mount caster arm, i come across this article :

taken from www.aeu86.org

Spring Rate Changes (def. important for those who dont pay att. to this)
Modification - Effect on Suspension

Increase front and rear rate - Ride harshness increases; tires may not follow bumps causing reduced traction. Roll resistance increases.

Increase front rate only - Front ride rate increases. Front roll resistance increases, increasing understeer or reducing oversteer.

Increase rear rate only - Rear ride rate increases. Rear roll resistance increases, increasing oversteer or reducing understeer.

Decrease front and rear rate - Ride harshness decreases; tires follow bumps more effectively, possibly improving traction. Roll resistance decreases.

Decrease front rate only - Front ride rate decreases. Front roll resistance decreases, decreasing understeer or increasing oversteer.

Decrease rear rate only - Rear ride rate decreases. Rear roll resistance decreases, decreasing oversteer or increasing understeer.


Antiroll Bar Changes (aka sway bar)
Modification - Effect on Suspension

Increase front rate - Front roll resistance increases, increasing understeer or decreasing oversteer. May also reduce camber change, allowing better tire contact patch compliance with the road surface, reducing understeer.

Increase rear rate - Rear roll resistance increases, increasing oversteer or decreasing understeer. On independent rear suspensions, may also reduce camber change, allowing better contact patch compliance with road surface, reducing oversteer.

Decrease front rate - Front roll resistance decreases, decreasing understeer or increasing oversteer. More body roll could reduce tire contact patch area, causing understeer.

Decrease rear rate - Rear roll resistance decreases, decreasing oversteer or increasing understeer. On independent rear suspensions, more body roll could reduce tire contact patch area, causing oversteer.



Shock Absorber Changes (aka your struts)
Modification - Effect on Suspension

Increase rebound and bump rates - Ride harshness increases.

Increase rebound rates only - On bumps, tires may leave track surface.

Increase bump rates only - Body roll resisted; outside tire loaded too quickly; car won't stabilize into a turn.

Decrease rebound and bump rates - Ride harshness decreases; car may float over bumps.

Decrease rebound rates only - On bumps, tires follow track surface more effectively; car may continue to oscillate after bumps.

Decrease bump rates only - Body rolls quickly; car is slower to respond to turn-in.



Troubleshooting Tire Temperatures
Reading - Handling problem - Reason

All tires too hot - * - Compound too soft for track and ambient temperature conditions.

Front tires too hot - Understeer - Front tire pressures too low.

Rear tires too hot - Oversteer - Rear tire pressures too low.

Inside edges too hot - Too much body roll - Too much negative camber or too much toe-out.

Outside edges too hot Too - much body roll - Too little negative camber, too little toe-out or too much toe-in or wheel width too narrow for tire width.

Center of tread too hot - * -Tire pressure too high.

Edges on too hot - * -Tire pressure too low.

All tires too cold - * - Compound too hard for track and ambient temperature conditions or car not being driven to limit.

Front tires too cold - * - Inadequate load on front tires.

Rear tires too cold - * - Inadequate load on rear tires



Solving Handling Problems
Problem - Manifestation *Solutions

Steady state understeer - All turns or low-speed turns only
*If front tire temps are optimum and rears are low, stiffen rear antiroll bar; *if front temps are too hot, soften front (most likely).
*If front tire pressures are optimum, decrease rear tire pressure.
*Increase if chunking occurs.
*Improper front camber.
*Too much body roll at front, causing excessive camber change.

Steady state understeer - High-speed turns only
*If front tire temps are OK, increase front downforce.
*If front tire temps are too hot, reduce rear downforce.

Steady state oversteer - All turns or low-speed turns only
*If rear tire temps are optimum, with fronts too low, stiffen front antiroll bar;
*if rear temps are too hot, soften rear antiroll bar (most likely).
*If rear tire pressures are optimum, decrease front tire pressure. *Increase if chunking occurs.
*Improper rear camber.

Steady state oversteer - High-speed turns only
*If rear tire temps are OK, increase rear downforce.
*If rear tire temps are too hot, reduce front downforce.

Corner entry understeer
*Front shocks are too soft in bump resistance.
*Too much front toe-in; use a small amount of front toe-out.

Corner exit understeer
*Rear shocks are too soft in bump.
*Front shocks are too stiff in rebound.

Corner entry oversteer
*Rear shocks are too soft in rebound.
*Rear ride height is too high (too much rake) compared to front.

Corner exit oversteer
*Rear shocks are too soft in rebound.
*Too much rear toe-in or any rear toe-out.

Straightline instability
*Tire pressure is too low in one or more tires.
*Too little positive front caster.
*Too much front toe-in or any toe-out in rear.

Straightline speed too slow
*Too much overall downforce.
*Too much toe-in or toe-out.
*Ride height is too hight.

Excessive steering effort - All turns
*Too much positive caster.
*Front tire pressures are too low.

Chassis or suspension bottoms
*Spring rates are too soft.
*Shock absorber bump rates are too soft.
*Inadequate suspension travel.
*Inadequate ride height.

Hope it can help setting p our TE/AE ^.^ cheers~
p/s: let me know if it does hit the point~

{For Sale} TEIN-S14 Type HE (DYN67-21931) Rear Coil-over

• Nissan Silvia S14 (compatible with S15 also) Rear Absorber
• Full Length Adjustable - vehicle ride height and spring pre-load can be adjusted independently.
• 24 step soft-hard adjustable
•  inclusive of 8kg/mm 220mm spring and pillow mount
  
• Fully restored with new oil-seal
• 6 months limited warranty (Terms and conditions apply) 
• Price : MYR 1000.00 (Approx USD330.00) 
• Free delivery within Malaysia

Interested Parties kindly email tkamango[at]gmail[dot]com

or call 012-4806880 

Return to Road Spec ^.^

after bear with the stiff track/drift setting and lot's of up-set stomach "experience" i decided to change the rear spring back to road-usable spec. so i took out the spring i was currently using, a 13mm 4.5 round spring, beats be if you ask me the rate, i just know it's darn hard.
it's just slightly slimmer than a normal lighter. it's from BMW, should be use by E36/46.
then in the smaller diameter -10.5mm 8.5 round spring. with slower respond behavior.
And yes~ my wife aren't complain much about the stiff suspension already ^.^ cheers~