TheLion
Well-Known Member
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- #1
This is a great article that describes the architecture of the S550 suspension. Everything we change has an impact. Obviously the IRS has some design traits that we may or may not like.
Wheel hop is one of them, but the compliance of the IRS has a reason and not all of it is simply NVH related. There's always a trade off, gain some, loose some, but this a great article that provides some more well thought out reasons why the IRS and front multi-link was chosen (yah it's old news, but I have yet to come across much on this forum that is as comprehensive at explaining the architecture):
https://www.edmunds.com/ford/mustang/2015/long-term-road-test/2015-ford-mustang-gt-suspension-walkaround.html
It seems to shed some light on why Ford Performance chose the modify the IRS parts they did and the reasons for it in the track handling packs which include the following:
1. higher damping rate struts
2. stiffer springs that also add ride height drop
3. rear toe link spherical bearings to eliminate toe angle changes (improves power down)
3. stiffer sway bars (obviously reduces body roll, but also may make the car more unsettled on very rough or uneven road surfaces, stiffer sway bar reduces the independence of each wheel, there's always a trade off!)
They also offer sub-frame and differential bushings to address wheel hop and eliminate IRS lateral movement (which has advantages and disadvantages). Interestingly enough they do not replace the integral links or forward inner rubber busing on the lower control arm in the rear of the IRS even on the track pack cars. Some small compliance from the vertical link and control arm front bushing may make the car less razor edge before breaking traction. Too little compliance can be bad just as too much can be bad, all depends on the situation.
There's always a catch and replacing Part A with Part B that's stiffer and strong does not always = more desirable traits. Anyway, I thought this was a great article to share for those just getting into suspension tuning and even for those well down that path to stop and really think does it really even matter or do I loose too much of one trait to gain more in another? Some things are worth while and other things are not. Drag setups differ from track setups which differ from Auto X setups which differ from street setups.
Wheel hop is one of them, but the compliance of the IRS has a reason and not all of it is simply NVH related. There's always a trade off, gain some, loose some, but this a great article that provides some more well thought out reasons why the IRS and front multi-link was chosen (yah it's old news, but I have yet to come across much on this forum that is as comprehensive at explaining the architecture):
https://www.edmunds.com/ford/mustang/2015/long-term-road-test/2015-ford-mustang-gt-suspension-walkaround.html
It seems to shed some light on why Ford Performance chose the modify the IRS parts they did and the reasons for it in the track handling packs which include the following:
1. higher damping rate struts
2. stiffer springs that also add ride height drop
3. rear toe link spherical bearings to eliminate toe angle changes (improves power down)
3. stiffer sway bars (obviously reduces body roll, but also may make the car more unsettled on very rough or uneven road surfaces, stiffer sway bar reduces the independence of each wheel, there's always a trade off!)
They also offer sub-frame and differential bushings to address wheel hop and eliminate IRS lateral movement (which has advantages and disadvantages). Interestingly enough they do not replace the integral links or forward inner rubber busing on the lower control arm in the rear of the IRS even on the track pack cars. Some small compliance from the vertical link and control arm front bushing may make the car less razor edge before breaking traction. Too little compliance can be bad just as too much can be bad, all depends on the situation.
There's always a catch and replacing Part A with Part B that's stiffer and strong does not always = more desirable traits. Anyway, I thought this was a great article to share for those just getting into suspension tuning and even for those well down that path to stop and really think does it really even matter or do I loose too much of one trait to gain more in another? Some things are worth while and other things are not. Drag setups differ from track setups which differ from Auto X setups which differ from street setups.
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