GT5 Suspension Extension / Compression settings?

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When adjusting the suspension, should we be setting the extension to a lower number than compression?

I understand extension should be slightly faster than compression and it makes sense to me. The question that I have is how to set extension faster than compression? The help file in GT5 states that this setting is a measure of resistance; with this in mind, that would tell me that a higher number on the extension setting would increase resistance therefore slowing the extension. Is this right?
 
I think you have it backward. Most real shocks are easier to compress and harder to extend. NASCAR has crazy slow extention on the front. I was with a friend in Kevin Harvicks hauler and he showed me the front shocks. It too like a full 30 seconds for the shock to extend back out, with no spring on it. They want the nose to set and not raise back up.

I usually set my shocks in relationship to my springs. Say I set my spring rate half way up the bar. I will set compression just below the half way point and extension just above the half way point. Different cars like more or less difference in comp/ext front to rear, but it depends on how long you want to spend tuning.
 
Motor City Hami
I think you have it backward. Most real shocks are easier to compress and harder to extend. NASCAR has crazy slow extention on the front. I was with a friend in Kevin Harvicks hauler and he showed me the front shocks. It too like a full 30 seconds for the shock to extend back out, with no spring on it. They want the nose to set and not raise back up.
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In NASCAR this is true, because you want the nose as low as you can, for as long as you can, to prevent air going under the car. In NASCAR you get by with this, because each corner is connected to a straight away that's a mile long.

In road courses, I don't think this would help, as the car would never return to it's 'neutral' position, unless the straight away was "30 seconds" long. This would equate to the car entering every corner in a different position, based on the length of each straight that lead to it. I can't see how that would be a good thing.
 
Yes, Harvick's trailer was at a 2 mile oval. They do similar road course settings, but with much more front travel. Watch the nose of the car raise up coming off the corners on NASCAR road courses.

I have not messed with tuning a NASCAR in the game yet.
 
Adrenaline
In NASCAR this is true, because you want the nose as low as you can, for as long as you can, to prevent air going under the car. In NASCAR you get by with this, because each corner is connected to a straight away that's a mile long.

In road courses, I don't think this would help, as the car would never return to it's 'neutral' position, unless the straight away was "30 seconds" long. This would equate to the car entering every corner in a different position, based on the length of each straight that lead to it. I can't see how that would be a good thing.
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Except our shocks have adjustable springs on them and I'm not sure that the dampening can actually be that stiff in GT5 (if I can be proven wrong, I'd love to hear about it). This is another one of the things I really wish the data analyzer had info about (individual wheel travel position).
 
I do my best to calculate the spring frequency first. I then adjust the spring rate until I get the frequency of the front and rear as close to 2.2 as possible. Then I adjust the dampeners & sway bars according to the weight/new spring rate. This method has been churning balance to the next level. Still testing and adjusting calculations, it's coming along nicely.

I want the shockss to deal with the un-sprung weight & not so stiff that they begin to manage the curb weight, I use the spring rate , camber, toe and sway bars to manage the under/oversteer. Usually bringing both the front and rear spring frequencies closer together & closer to Race car levels of 2.2 balances the front/rear springs while the dampeners adjusted minimize body roll variations.

It's too bad the data logger is so limited, I'd love it to track tire temps to make camber and toe tuning easier.
 
Last edited:
GrimSinn
I do my best to calculate the spring frequency first. I then adjust the spring rate until I get the frequency of the front and rear as close to 2.2 as possible. Then I adjust the dampeners & sway bars according to the weight/new spring rate. This method has been churning balance to the next level. Still testing and adjusting calculations, it's coming along nicely.

I want the shockss to deal with the un-sprung weight & not so stiff that they begin to manage the curb weight, I use the spring rate , camber, toe and sway bars to manage the under/oversteer. Usually bringing both the front and rear spring frequencies closer together & closer to Race car levels of 2.2 balances the front/rear springs while the dampeners adjusted minimize body roll variations.

It's too bad the data logger is so limited, I'd love it to track tire temps to make camber and toe tuning easier.
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that's some pretty in depths & complex tuning nice work imma have work on that myself
 
so your saying the spring rates should be near 2.2 of each othr then , i was wondering if i could see an exaple of a tune the hole deal cuz i lean better if see what your getting at
 
The values aren't related to each other; e.g. 1 tick of compression equals 1 tick of extension...

Values for bump & rebound IRL are very different from each other, yet in the game, the values are often very similar.
 
wmwolverines
The values aren't related to each other; e.g. 1 tick of compression equals 1 tick of extension...

Values for bump & rebound IRL are very different from each other, yet in the game, the values are often very similar.
Click to expand...

And there is actually a very good reason for that pattern... don't confuse the following below for saying they are the same thing. The total number required is a mathematical equation to itself, but the combination used for extension and compression create different handling qualities. Com > Ext will drive different from Ext > Com or Ext = Com.

IE. The default on many race cars is Ext 8, Com 8, ARB 6

LOG(8) + LOG (8) = 1.806179974
------------------------------------------------ = 1.00804823694 (~100% or about perfectly balanced)
LN(6) = 1.79175946923

budious's Open Tuning Initiative page
Damping & Stabilizer Efficiency Balancing
A correlation can be drawn between the sum of the LOG of dampers and the natural log of the anti-roll bars; the analysis was taken from the default settings of fully customized suspension settings across a sampling of 40 cars from the game. The correlation was additionally reinforced through testing and tune development and with a few exceptions (due to other variables in a larger equation) appears to be a solid foundation for all future tuning. The idea behind the equation is that you should try to get it to equal out as close as possible to 1.00 to achieve maximum grip. Two known variables are chassis reinforcement installation status and mileage in determining the overall chassis rigidity factor of the car; typically compensating for these conditions requires plus or minus one damper from the following equation. There is also a relationship between the damper-stabilizer equation to the spring frequency, or stiffness factor; I will post more on this later.​

  • ( LOG(Extension) + LOG(Compression) ) / LN(ARB) = Efficiency %
Dampers:

  • LOG(1) = 0
  • LOG(2) = 0.301
  • LOG(3) = 0.477
  • LOG(4) = 0.602
  • LOG(5) = 0.699
  • LOG(6) = 0.778
  • LOG(7) = 0.845
  • LOG(8) = 0.903
  • LOG(9) = 0.954
  • LOG(10) = 1
Anti-Roll Bars:

  • LN(1) = 0
  • LN(2) = 0.693
  • LN(3) = 1.099
  • LN(4) = 1.386
  • LN(5) = 1.609
  • LN(6) = 1.792
  • LN(7) = 1.946

​
Click to expand...
 
Well, as a tuner, the only thing im intressted in, which settings will give you maximum weight transefer to the rear wheels, since im doing drag racing. Any technic how to calculate how maximum grip is achieved while racing in a straight line?
 

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