Useful Links
The Tire Rack Suspension Page
Manufacturer pages
KYB of North America
KONI
Bilstein
Eibach Suspension Componenets
Suspension Techniques
Ground Control Suspension
Tein Suspension
Apex-I manufacturing
GP sports North America
Cusco Japan
JIC Magic
WhiteLine Inc.
KAAZ Differentials
Quaife Differentials
RS*R
Tanabe
SPL PARTS
LongAcre Scales and Racing Tools
Tokico Shocks
Endless USA
Buddy Club
Other Links/Questions:
*Click the question to get a link to the answer*
How does the steering work in my car?
Whats corner weighing?
Whats involved with a coilover installation?
Whats involved with shock/strut installation?
How do sway bars work?
How do I go about Installing front sway bars?
How about installing the rear?
How do shocks/dampers work, and what is involved with adjusting them for my purposes?
Whats all that allignment terminology mean?
Can you show me what different alignment specs look like?
How do gears work?
How does a differential work?
*basic gearing note: the final gear(differential gear) ratio is explained above, the higher the number the lower the effective gearing and vice versa. A higher gear number(lower effective gearing) will allow you to place more(effective) torque to the ground, and also lower the MPH you are at at a given gear(1st, 2nd, etc) at a certain rpm, and vice versa. All explained above...
Whats a good place to start for a drift setup? I need the basics!
Five Lug conversion? Whats involved with that?
I need more info on a Five Lug conversion!??!?!
Whats involved with swapping out my T/C rod bushings?
Koni Inserts? What is involved with making those work for my car?
What do all those racing terms mean?
Seems like alot of new people on the board are wanting to take it to the next level with their 240's. So why not do it competitively in a legal, and safe manner. Learn how to drive your car, learn car control, and learn how to be faster than the next guy.
Top 10 Driving Mistakes
Autocross Beginners Guide
Getting into Racing
Tips for Stock Autocross Classes
Auto-X FAQ
Tirerack's Tire Tech Page
Another Novice Solo II Guide
Helmet Tech Guide
Helmet Sizing Guide
Harness Tech Guide
Lots of Good Links
SCCA Club Racing
SCCA Regulations and FasTrack Updates
Join the SCCA!
Conecrazy.com
Car Setup Guide
Thanks to soloracer.com, the SCCA, and Grassroots Motorsports Magazine for the links.
Thanks to: Nismo_Freak and Exar-Kun for the Links
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See below for bushing diagram(S13)
Bushing Names:
2- TC(tension rod)
4- LCA(lower control arm) front
6- LCA rear
8- Forward link (traction rod)
10- Rear Upper arm
12- Toe link
14- Upright (upper)
15- Upright (lower)
16- Sub-frame (front/lower)
17- Sub-frame (rear/upper)
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Spring rate and ride height information
STOCK
Spring Rate - F : 2.0kg/mm (2.2 for sport package?)
Spring Rate - R : 2.0kg/mm (2.2 for sport package?)
Ride Height - F : 0"
Ride Height - R : 0"
EIBACH PROKIT
Spring Rate - F : 1.84~1.92kg/mm
Spring Rate - R : 2.3~2.4kg/mm
Ride Height - F : -1.8" (eibach site) -1" (jnm240 test)
Ride Height - R : -1.6" (eibach site) -.75" (test)
EIBACH SPORTLINE
Spring Rate - F : 1.92~2.0kg/mm
Spring Rate - R : 2.4~2.5kg/mm
Ride Height - F : -2.2" / -1.75" (test)
Ride Height - R : -2.1" / -1.75" (test)
H & R SPORT
Spring Rate - F : 2.0~2.08kg/mm
Spring Rate - R : 2.5~2.6kg/mm
Ride Height - F : -1.3"
Ride Height - R : -1.3"
TEIN S-TECH
(progressive, TEIN only lists the maximal rate)
Spring Rate - F : 3.7
Spring Rate - R : 3.2
Ride Height - F : -1.5"
Ride Height - R : -1.2"
TEIN HIGH-TECH
Spring Rate - F: 3.3 (s13); 3.2 (s14)
Spring Rate - R: 2.9 (s13); 3.1 (s14)
Ride Height - F: -0.9" (s13); -0.7" (s14)
Ride Height - R: -0.6" (s13); -0.4" (s14)
INTRAX SPORT SPRING KIT
Spring Rate - F : (Couldn't get through to tech support)
Spring Rate - R : (Couldn't get through to tech support)
Ride Height - F : -2.25"
Ride Height - R : -2.0"
SUSPENSION TECHNIQUES
Spring Rate - F : 3
Spring Rate - R : 2.66
Ride Height - F : -1.3"
Ride Height - R : -1.3" (?)
WHITELINE CONTROL
Spring Rate - F : S13&S14 = 2.8
Spring Rate - R : S13= 2.36~3.66 S14= 1.91~3.18
Ride Height - F : -1.75"
Ride Height - R : -1.75"
TANABE GF210
Spring Rate - F : 2.9
Spring Rate - R : 2.7
Ride Height - F : -1." to -1.6"
Ride Height - R : -.6" to -1"
RS*R DOWN SPRINGS
Spring Rate - F: 3.0
SPring Rate - R: 3.0
Ride Height - F: -1.6"(s13) -1.0"(s14)
Ride Height - R: -1.2" (s13) -0.6" (s14)
RS*R RACE SPRINGS
Spring Rate - F: 5.0
Spring Rate - R: 4.5(s13) 4.2 (s14)
Ride Height - F: -1.4"
Ride Height - R: -1.2" (s13) -1.0" (s14)
MEGAN RACING LOWERING SPRINGS MR-LS-NS13 (s13):
Springrate F: 6.25kg/mm (350lbs/in)
Springrate R: 4.46kg/mm (250lbs/in)
Ride Height F: 1.75"
Ride Height R: 1.75"
MEGAN RACING LOWERING SPRINGS MR-LS-NS14 (s14):
Springrate F: 6.25kg/mm (350lbs/in)
Springrate R: 4.46kg/mm (250lbs/in)
Ride Height F: 1.75"
Ride Height R: 1.75"
ESPELIR ACTIVE SUPER DOWN -
Front - 3.0kg/mm (168.0 lb/in) ~ drops 1.9"
Rear - 2.4kg/mm (134.4 lb/in) ~ drops 1.1"
KGMM S21 SPORT -
Front - 3.2kg/mm (179.2 lb/in)
Rear - 2.6kg/mm (145 lb/in)
KGMM S21 SUPERSPORT -
Front - 4.6kg/mm (257.6 lb/in)
Rear - 3.8kg/mm (212.8 lb/in)
KGMM DR Race -
Front - 6kg/mm
Rear - 5kg/mm
Ride Height - F: 2.2"
Ride Height - R: 1.2"
5ZIGEN R-RATE -
Front - 2.4 to 5.2kg/mm (134 to 291 lb/in) ~ drops 1.3"
Rear - 1.9 to 5.0kg/mm (106 to 280 lb/in) ~ drops 1.1"
KGMM S21 RACE -
Front - 6.6kg/mm (369.6 lb/in) ~drops ?"
Rear - 5.2kg/mm (291.2 lb/in) ~ drops ?"
Several members contributed to the Spring rates... keep em coming!
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Sway bar information
*thanks to Kinesthesia*
S14
Stock (data from CourtesyParts)
Front 27.2mm
Rear 15.9mm
Whiteline Adjustables (data from PDMRacing.com)
Front 27mm
Rear 20mm (22mm available as well)
Suspension Techniques (data from STRacing.com)
Front 28.6mm
Rear 20.6mm
Cusco (data from Japanparts.com)
Front 30mm
Rear 21mm
Nismo (data from Japanparts.com)
Front 30mm
Rear 23mm
Tanabe (data from Tanabe-usa.com)
Front 30.4mm
Rear 27.5mm
Progress
Front 30mm
Rear 24mm
Further Information:
Nismo Stabilizer Kit (I thought the spring rate was interesting)
Front: Diameter=30.0, Spring Rate=101.2mm(10.3kgf/mm)
Rear: Diameter =23.0, Spring Rate=43.1mm(4.4kgf/mm)
Suspension Techniques data (from CourtesyParts.com)
The stabilizer bar kits are manufactured by Suspension Techniques and include all mounting hardware and urethane bushings. Torsional rigidity is increased by 22% over the 27.2mm OE front bar and 182% over the 15.9mm OE rear bar (SE model).
S13
Stock ? (data from Japanparts.com) JDM ?
Front 24mm
Rear 16mm
Suspension Techniques (data from STRacing.com)
Front 27mm
Rear 20.6mm
Whiteline (data from PDMRacing.com)
Front 27mm
Rear 20-22mm
Cusco (data from Japanparts.com)
Front 28mm
Rear 18mm
Tanabe (data from Tanabe-usa.com)
Front 30.4mm
Rear 22mm
Progress
Front 27mm
Rear 22mm
Further Information:
For the S13:
24 and 25mm OE front and
15, 17, and 21 mm OE rear bars can be had from CourtesyParts.com or by request the sponsors at right..
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Cusco Strut bar types and fitments
TYPE OS
Material: Light weight aluminum (shaft), Blue painted steel (plate)
Style: Oval Shaft
Fitment: -S13: Front/Rear
Fitment: -S14: Front/Rear
TYPE ALC OS
Material: Aluminum + Carbon (shaft)
Style: Oval Shaft
Fitment: -S13: Front Only
Fitment: -S14: Front Only
TYPE AS
Material: Light weight aluminum (shaft), Blue painted steel (plate)
Style: Circular Shaft
Fitment: -S13: Front/Rear
Fitment: -S14: Front/Rear
TYPE 40D
Material: Aluminum (shaft), Titan color painted steel (plate)
Style: 'D' shape section
Fitment: -S13: Front Only
Fitment: -S14: Front Only
TYPE CB
Material : Carbon (shaft), Aluminum in titan color (bracket & plate)
Style: Circular Shaft
Fitment: -S13: Rear Only
Fitment: -S14: Rear Only
TYPE MT
Material: Chrome
Style: Steel twin pipe
Fitment: -S13: Front/Rear
Fitment: -S14: Front Only
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Spring/shock adjustment guide
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.
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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.
Note - Remember to consider the construction of the sway bar and the endlinks. A solid sway bar has more resistance than a hollow bar of the same diameter. Also the addition of solid or polyurethane endlinks will artificially raise the diameter of the bar in terms of effectiveness.
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Shock Absorber Changes (aka your struts)
Modification - Effect on Suspension
Rebound - The dampers resistance when the suspension is de-compressing (when you turn right the right side suspension is in rebound)
Bump - The dampers resistance when the suspension is compressing (when you turn right the left side suspension is in bump)
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.
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Admendums:
KYB AGX Valving Stiffness per Adjustment
Setting#:
Relative Value
1 - Same as Factory 100
2 - Same as our GR2 products (10~15% firmer than Factory) 115
3 - 50% firmer than #2 172
4 - 30% firmer than #3 223
For an eight position adjustable product, the damping force values are
approx. the following:
With #2 being Factory at a relative value of 100,
#1 = 95 (5% softer than Factory )
#2 = 100 (Factory damping force)
#3 = 107.5 (7.5% firmer than Factory)
#4 = 115 (15% firmer than Factory)(GR-2)
#5 = 143.5 (43.5% firmer than Factory)
#6 = 172 (72% firmer than Factory)
#7 = 197.5 (97.5 firmer than Factory)
#8 = 223 (123 % firmer than Factory)
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I got an email from KYB of america today when I asked them about mating the agx with eibach sportlines on a 95+ which is about a 1.8" drop. Here is what he said:
| Quote » | ||||
| If you plan on using the AGX line with this drop you will have to have the setting no lower than 3 front and 6 rear. With this drop for the long run and road conditions you will shorten the life of those shocks/struts. Troy Horn KYB America LLC Thanks to: Offtheline ---------------------------------------------------------------------------------------------------------------------------------------------------- As for checking the car over after an event, I always give it a good looking over(between run sessions too just to be safe), but a good list is: 1. Bleed brake fluid if you've really pushed your brakes, also check brake pad thickness at this point. It is amazing how much pad you can go through when you really overheat them. 2. Torque lug nuts 3. Check fluid levels(oil, coolant, PS, tranny and diff if you're feeling extra frisky) 4. Give the suspension bushings and linkages a quick look, after you work on your car some you will notice something out of place almost immediately 5. Give her a good wash since you've been riding her hard Here's another good link for those that are getting into HPDEs and Driver's Schools. Your wallets can hate me later... http://www.trackschedule.com Thanks to: Def ---------------------------------------------------------------------------------------------------------------------------------------------------- How do you know what shocks rebound/compression rates should be adjusted to in regard to spring rates? Question by: Cys19  This is a front shock dyno for the SPL Coilovers for a Z32 shock. Specs are as follows: Max Bump: 120 lbs. Max Rebound: 410 lbs. (hardest setting) 205 lbs. (softest setting) This is for a 15 way adjustable shock optimizing a 8 kgf/mm spring  This is a rear shock dyno for the SPL Coilovers for a Z32 shock. Specs are as follows: Max Bump: 190 lbs. Max Rebound: 670 lbs. (hardest setting) 290 lbs. (softest setting) This is for a 15 way adjustable shock optimizing a 6 kgf/mm spring Note: Higher settings in rear should be used when you are considering dampening rates. When you increase the weight of the car, or the springs rate you should increase the bump and visa versa. Using too high of a bump value inhibits weight transfer between the shocks and causes a degradation of performance as a result. When you increase the compression typically you want to increase your rebound setting. Using too high of a rebound value can cause wheel lift in corners eliminating that tires possible traction, and weight can be transfered too quickly off of the loaded shocks causing the vehicle to become unstable when transitioning between acceleration and braking. Information Provided by: SPL PARTS and Nismo_Freak ---------------------------------------------------------------------------------------------------------------------------------------------------- How do I correct my suspension geometry? Note: Almost every aftermarket arm has a solid rod end which replaces the worn stock rubber bushing. This increases road noise somewhat, but drastically increases the response of the suspension. It also reduces the compliancy of the suspension, which reduces the change in geometry when the suspension is bumped. This creates a much more stable feel in the car especially when cornering.  ADJUSTABLE TENSION RODS Adjust Caster Often one of the problem areas found in older 240s with the stock bushings still in place. The tension rod is found at the front of the car running between the front chassis and the lower control arm. It controls the amount of caster in the front suspension. Typically when raising the deg. of negative caster the steering wheel will have a stronger force to return to center when you let go of the wheel, and steering response will be slightly slower. When you lower the deg. of negative caster the steering will be more responsive, this can be beneficial and counter productive at the same time so keep adjustments in moderation.  ADJUSTABLE FRONT LOWER ARMS Roll Moment Adjustment Suggested only for those interested in competitive events, and or extensive track/drift usage. The arms have an adjustable shank (balljoint) that allows you to effectively raise and lower the arm, causing a corresponding change in roll geometry.  ADJUSTABLE REAR UPPER CONTROL ARMS Rear Camber Adjustment The rear upper control arm is a popular part because it is the only way to adjust the rear camber on the 240's besides the use of eccentric bolts. By accurately adjusting camber you can choose to either save your tires from a camber incited early death, or you can setup the rear camber to maintain the tire patch when the car pitches into the corner.  ADJUSTABLE REAR TRACTION ROD Rear Bumpsteer Adjustment When the suspension is lowered, an adjustable rear upper arm is usually installed to reduce the amount of negative camber at the ride height. However, when the rear upper arm is elongated to compensate for the negative camber, this alters the geometry of the rear multiple link and can cause bump-steer. Adjustment of the rear traction rod together with the rear tie rods (Hicas models) or rear toe arm (non-Hicas models), the geometry of the two two arms can be restored to eliminate bump-steer. Typically you want to make the traction rod longer than the OEM unit to reduce bumpsteer. Too much adjustment can cause an unstable change in toe when the suspension bumps. For this reason I suggest that the arm be adjusted minimally.  REAR TOE ARM Rear Toe Adjustment Note: HICAS model 240's cannot use these arms. The stock rear toe adjustment has been found to run out when you have a lowered 240 with adjustable rear upper arms. For this reason the adjustable rear toe arm is made. Rear toe adjustments can change how the car pivots about a corner. Negative toe causes the rear end to want to rotate which can improve cornering but decreases stability. Positive toe works the opposite way, increasing stability but decreasing rear potential for rotation.  ADJUSTABLE REAR LOWER CONTROL ARMS Rear Roll Center / Axis Works in the same method as the front lower control arms.  REAR SUBFRAME TILT SPACERS Rear Subframe Squat / Anti-Squat Properties Subframe bushing spacers are used to tilt the subframe to change the rear suspension squat/anti-squat characteristic. Increase squat for drag racing or anti-squat for drift.  ECCENTRIC BOLTS The 240 has eccentric bolts for rear camber and rear toe adjustment. These can cope with stock ride height and slightly lowered suspension geometries. Information Provided by: SPL PARTS, Nismo_Freak, and Pelican Parts ---------------------------------------------------------------------------------------------------------------------------------------------------- *Thank you Cloudedone and 240_keyy, matt0941,courtesy nissan(image), and all other contributors for the information! if anyone has information on any other springs, or anything let me know and I will roll it into this thread. - Teh Chet You can live in a car, you can't drive the house.
"The essence of stupidity is doing the same thing and expecting different outcomes" -Albert Einstein "It is possible to store the mind with a million facts and still be entirely uneducated." Alec Bourne 2005 Daytona Blue 350Z 6 speed. NISMO Exhaust, NISMO Differential and PS cooler, JWT intake, B&M, Redline 10W30/MT90, Tomei 2 way LSD, DC headers, Comp Clutch flywheel and stage 2 setup, SPL Front upper arms, SPL rear toe link, TEIN Flex coilovers, Stoptech 355 F 328 R BBK, ARC rad panel, ARC catch can, Carbing STB, HKS DLII, ADVAN Super Racing V.2 18x9 F 18x10 R with ADVAN SPORT 255/40YR18 F 275/40YR18 R
Re: Suspension/Differential FAQ! (Exar-Kun)
hey chet,
I just wanted to make you aware that the link regarding the 5 lug conversion seems to be dead. feel free to delete this post after reading it. I just don't know of any other way to bring this to your attention without starting a whole new thread about it, which would be pointless. thanks! Micah .........
....ABCDEFGHIJKLMNOPQRSTUVWXYZ.
Re: Suspension/Differential FAQ! (continental_drift)
I'm in the process of redoing all the FAQ/sticky..it's very time consuming, and time is something I don't ahve right now (between my job, SEDA, and other issues,....including possibly MBA school)..but rest assured, I'll be fixing a lot of brokenlinks as soon as I get the time..
-Chet
Re: Suspension/Differential FAQ! (Exar-Kun)
Yea...i would love to learn more about suspension setups and the sort...but it seems that about half of these links are dead...
Just lettin you guys know 92 nissan 240sx SR20DET
Wish list: HKS-SQV BOV-*Installed*
Re: Suspension/Differential FAQ! (bdrifta)
Great write up. Only problem is most of the links are dead as already mentioned but it was months ago. Would like to know more info on suspension like the 5 lug conversion(link doesnt work). Hope you can update and fix all the problems. Much appreciated, thanks.
 DIYs: Dash Removal Rear seat Removal SR20DET head removal
Re: Suspension/Differential FAQ! (mrzabala)
for the springs,
would you add RSR ti2000 springs? Same stats as rsr Down except made out of titanium. They are also progressive! 2007 Rookie of the year
2007 & 2008 Season points champion.
Re: Suspension/Differential FAQ! (glitched)
Tanabe's customer support had this to say about the GF210:
The GF210’s for the S13 240SX have some progressive coils for ride quality, but the majority of the spring is linear rate. Progressive coils are at a softer rate and are closer wound and provide higher comfort and traction over small bumps and road irregularities, where a purely higher rate linear spring would bounce over them. The GF210’s is a balanced spring for handling, where the higher linear rates of the majority of the spring are utilized during aggressive cornering, and the softer progressives coils maintain daily drivability. EDIT: Just received an additional email with this info from Tanabe: We actually work alongside KYB in the development of suspensions and dampers, so they are highly recommended. The damping rates of the KYB AGX are best mated to the spring rates of the GF210 spring we offer. Best Regards, Tanabe Racing Development, USA Modified by glitched at 4:34 PM 10/4/2006
Re: Suspension/Differential FAQ! (glitched)
the alignment terminology link is broken
for broken grassrootsracing links, trying adding /archive in the link like :
grassrootsmotorsports.com/archives/topten.html instead of http://grassrootsmotorsports.com/topten.html
Re: (Mad A)
This is what I got when I e-mailed Tokico's customer support about their HPK249 spring/strut combo package for the S13:
Justin, Here is the spring rate you have requested. 170lbs front 150lbs rear Thanks, Ray  The websites I have found list it as a 1" drop front and rear and it's ~$485 for the combo although I have found one site where it is $409. 170lbs/in=~3.05kg/mm 150lbs/in=~2.7kg/mm About the same rates as the Tein High Tech's but in a matched set of springs/struts and a slightly lower drop. Tokico HP (Non-Adjustable) Performance Shocks/Springs Suspension Kit take the guesswork out of having the right suspension combination. Matched spring rates and proper ride height insure proper fit and function. Tokico performance lowering springs are manufactured with chrome silicon spring alloy and are heat treated, shot peened, block set, phosphate treated, and powder coated and also carry the same Tokico lifetime warranty. Tokico HPK (Non-Adjustable) Suspension Kit comes complete with 4 shocks and 4 springs to deliver the ultimate combination of handling, ride quality and appearance at an affordable price. Modified by homeslicej2 at 6:03 PM 4/9/2007 Perpetual student :/
1990 White S13 Hatch 237whp/217wtq @10psi on stock T25 w/NIStune Weekend fun car/back-up DD
Re: Suspension/Differential FAQ! (Exar-Kun)
Right now iam lookin for a cuop or hatch but when I find one what type of coilover should I use for a stock 240 any advise will be appreciated
Re: Suspension/Differential FAQ! (nismoslider413)
really good info. esp about shock absorber specs. Thanks.
Re: Suspension/Differential FAQ! (Exar-Kun)
thanks, very helpful
Re: Suspension/Differential FAQ! (matthunter8819)
yeah great sticky. i've been having a real hard time determining my setup. thanx.
Re: Suspension/Differential FAQ! (turboabuser18)
barely any of these links still work,how to install front sway bars doesn't work, rear sway bars doesn't work, corner weighing doesn't work, alignment terminology doesn't work, the dampening force one is broken the basic drift set up is broken... anyway those can be fixed?
Re: Suspension/Differential FAQ! (Exar-Kun)
17 posts
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