A more realistic layout for a very high-banked track might be a pair of 6.5/5.5 shocks on the front and a pair of 5.5/4.5 shocks on the rear. We have increased the resistance for both rebound and compression as well as introduced split-valving to a degree.
For low-banked race tracks, we would need to spring the car much softer to slow down all of the movements in order to help maintain traction. One of the basic ingredients needed to maintain grip at low-banked tracks that have less grip is to soften the whole setup, including spring rates and shock rates. As we soften the springs, we will also soften the front shocks to say 5/4 valving and the rear shocks to a pair of 4/3 shocks. This is the general way shocks can be matched to the stiffness of the spring setup.
One exception is when we go beyond the normal softening of the springs into what has become known as the "soft spring - big sway bar" setups that have become popular in short track asphalt racing. These setups often use super soft springs in the front and, to help control dive on entry, the teams must increase compression resistance to overcome the tendency for the car to bottom out as we brake and turn left on entry into the corners. Here is where we might go back to the true 50/50 shocks. The debate is still on as to whether there is a need for the SS-BS setups and it has definitely been realized that those setups do not work in all situations.
In the first part, we talked about how the shock regulates the speed at which each corner of the car moves as weight is transferred onto and off of the four corners. If we split the rates between the four corners, we can effectively change the weight distribution on the four tires while the suspension is in motion. To utilize the resistance of the shocks to redistribute weight, we must have weight transfer taking place. That, in turn, causes the needed suspension movement. If the suspension moves, then so do the shocks.
A shock that moves in direct...
A shock that moves in direct proportion to the spring moves at the exactsame speed as the spring. This is especially true with the coiloverdesign. On some designs, the shocks and springs are mounted at differentdistances from the ball joint and move at different speeds in relationto the wheel speeds.
Compression rate differences between a pair of shocks helps to redistribute weight between the four corners of the car where weight is being transferred onto a particular end of the car. At the front of the car, compression rate differences can change the weight distribution on entry to the corner while weight is being transferred to the front due to deceleration. At the rear, compression rate differences can help to redistribute weight that has transferred onto that end from weight transfer that is caused by acceleration off the corners.
Rebound rate differences help redistribute weight between the four corners of the car when the suspension is in motion as weight is being transferred off of a particular end of the car. In the front of the car, rebound rate differences can change the weight distribution on exit while the suspension is in motion when weight is transferred off of the front to the rear. At the rear, rebound rate differences between the left rear (LR) and right rear (RR) shocks can help to redistribute weight on the four corners of the car again while the suspension is moving and adjusting to the weight being transferred off of the rear on to the front due to deceleration of the race car.
Entry Tuning with Split-Valve Shocks
If we split the front shock compression rates with a left front (LF) 5/4 and a right front (RF) 5/5, then while the suspension is in motion due to weight being transferred onto it, then the RF suspension will move slower than the LF suspension. Additional weight will be transferred onto the RF and LR tires, causing a momentary increase in the crossweight percent in the car. This obviously tightens the car.