Damper setup for prototype with different front to rear spring rates

Starting to apply the lessons from the course and want to set the car full soft and move it up during a test day changing the settings in the hot pits every few laps.

The car has 1800# springs in the rear and 800# springs in the front from the factory with MCS 2-Way Non-Remote. The pushrod geometry is very different front to rear and I have not yet calculated the motion ratios.

Question: The car came from the factory with all dampers 10/10 clicks from full soft compression/rebound. Given the different spring rates, this would cause the front to be over damped?

I attached a picture of the layout, car is an NP01-EVO which should be a downforce car. Any pointers appreciated as I learn how to dial in the damper setup for an aero car.

Not something I can comment on, other than that the front and rear dampers would be expected to be valved differently because they would be spec'd for different volocities and resistances, and the 10-10 settings will just be a base to start from.

Thanks for taking a look, the dampers are listed as the same MCS part number for all 4 corners so if we assume they are identical, would you expect the dampers to require lower force for the springs with half the spring rate?

That does seem to be unusual, but cool if it works as it cuts down on spares and stocking expense.

"usually" the dampers will be 'matched' to the spring rates, but I guess when considering the vehicle mass, spring-wheel rates, and the actual region where the springs are being worked* - their loads - it could certainly work.

More experimentations ;-)

Most spec' series like that there are specific guides offered by the manufacturer and/or component supplier(s), and there's often "lively" discusion on their forums - have you been able to find anything there?

*You can estimate that from the difference between the spring free length, and the length they're compressed to when the vehicle is on it's wheels with driver, times the spring rate. Yhey're useful data points, anyway, for selecting spring lengths and rates.

This spec series is extremely small at the moment, the 3 cars I support is the largest active region. We are kind of on our own but trying to get more teams interested. Thanks for the advice, I'll start experimenting and getting all the datapoints together and see what I can find out.

Just in case it helps, the part number being the same doesn't necessarily indicate the valving is the same. They may be valved very differently front/rear so I'd treat each one as if it is only designed to be installed where it is, until you're able to confirm via shock dyno whether they're actually all valved the same or not.

Thanks for taking a look Mike. If we assume the MCS published force vs velocity diagrams for this given damper part number are accurate and they are not valved differently. Would having the same damper settings all around yet half the spring rate on the front create an over damped front (or under damped rear viewed that way)? I'm just trying to get an idea of where I'd expect to land.

You're welcome. I wouldn't make that assumption, but yes it's likely optimal damping would be different front and rear. Odds are the valving is different, so clicks being the same will not result in equal behavior. On a car of that level I'd label the dampers, remove, have them dyno tested so I know for certain what I'm working with, but calling the vehicle manufacturer and MCS may net you some ballpark figures.

I went through setting the damping on another driver's BRZ today following the guide as prep for working on my team's cars. Really cool experience to run through it and the driver really enjoyed the experience and we found what we think is a much more predictable setup.

I'll ask MCS/Sebeco on the valving before I attempt this with our cars. Appreciate both your help!

Fantastic, well done!