Mountune Sport Spring Kit

so, the spring rate is harder, and the ride is not compromised? hows that work then?the only way the ‘progressive’ bit can work and still maintain comfort would cause the car to roll more and only really control roll once the springs are fairly compressed at a fair old cornering speed/roll rate. Cant see it myself. springs etc are all a compromise, .. softer springs… more roll,, worse handling on track/possibly better handling on bumpy road.. comfier ride    Harder springs… worse ride.. possibly worse handling apart from on track, less roll. I keep mine std as FORD engineers who have access to all manner of tech designed and developed probably the best ‘allround’ spring for the RS. if it aint broke, dont fix it innit!

No nothing.

No Mods. No rockers. Just a chunky knob, thats now been replaced by an RS knob innit.

No tackiness.

Std as Ford intended, but with a space saver wheel and jack and nuts and wheel brace. oh.. and flaps, a man has got to have flaps.

Innit?

@71-bda
<p style=”text-align: left;”>Progressive springs allow a small amount of initial spring compression with less overall stiffness than the main or “overriding” spring rate.</p>
This gives them much better compliance than constant rate springs, even if the overall spring rate is stiffer.

Once the spring has compressed a small amount it ramps up to a stiffer spring rate and if they are well designed the rate ramps up steadily in order that body roll and dive/squat are better controlled than fixed rate springs but with superior initial compliance on undulating surfaces. The damper rates also need to be considered into the overall system of course…

Plus, have you ever tried your suspension in “Sport” setting? Basically, Ford have done a bad job, so I wouldn’t agree with your last paragraph.

The suspension has lots of room for improvement. Personally I would even consider a coilover system that had only a manual damper rate adjustment that couldn’t be switched from inside the car. (That’s effectively what we have anyway, because the Sport setting is very poorly judged and “suboptimal” in any known situation, even smooth racetracks. Feel free to use it, but just because it’s a standard feature, this doesn’t mean it’s any good.)

Yours Aye

Mark H

// ’17 Nitrous Blue // Forged Alloys // Michelin Super Sports // Painted Calipers // Sync 3 // Lux Pack // Winter Pack // Black Gel Spoiler Badges // Blue Gel Wheel Inserts // GTechniq Liquid Crystal // GTechniq Alloy Armour // sold Jun ’18

@Mark Hollywood

i think what you have wrote is bang on the nail with the springs and your explanation.

But ……… and their always is – Coilovers what’s the point of these?

• If your going to adjust the cars ride height regularly then their a good thing.
• If you have massively wide wheels that rub your standard spring, then a smaller diameter spring would help.
• A larger diameter spring performs better under compression and rebound

Their is actually no benefit of going the coil over route at all, unless you consider your wallets empty so your cars lighter so you’ll go faster 🙂

i understand you can use two springs on the same coilover to create a progressive spring, but if your not doing any of the above two points stay with the standard diameter springs and change those out to one of the many spring manufacturers.

Usual train of thought – Coil overs are on race cars so they must be better, no race cars need the extra space for big fat wheels and tyres 🙂

Cheers

Adey 🙂

RS Edition.

FPM375 Rocks

The rest of the “M” maps suck

Re coilovers.

Usually designed as a system with complimentary spring and damper rates.

Adjustable damping for fine tuning overall ride quality (or firmness, if so desired).

Adjustable damping can be used to fine tune front-rear grip by softening or firming up front or rear.

Adjustable ride height is one of the best reasons to adopt height adjustable coilovers. Not because you can vary them on a week to week basis, rather that you can get *exactly* the desired height on both axles and leave it there. As you can see with the Mountune springs, the drop is asymmetric. With coilovers you can tune the height and rake as desired. Rake is normally a good thing, but does depend on the individual car/chassis design. (Dropping ride height greater at the rear is “normally” done to tame the rear end and make the car more “numb” for average drivers.)

I haven’t got direct experience of the FRS3 yet, but I do think that these Mountune springs – lowers rear more than front – might work *against* the agility of the rear axle torque vectoring. That said, I firmly believe that progressive springs, designed properly, provide all benefit and no drawbacks.

Done properly, the compliance at the beginning of compression does not translate to extra body roll under cornering at *any* speed, fast or slow, because the progressive transition from compliance to greater firmness than standard should occur at the right place.

If your pootling along, the tendency to roll before direction change takes place is minimal. If you’re attacking a racetrack, the little amount of roll that takes up the slack before direction change is small and can effectively control the rate at which the tyre loads are more smoothly transferred.

Designed properly, they are a win-win.

Coilovers can be fitted with “tender springs” to produce a progressive spring rate. They are normally expensive and therefore only seen on high end road car aftermarket products. You’ll normally always see them on high end competition vehicles.

Yours Aye

Mark H

// ’17 Nitrous Blue // Forged Alloys // Michelin Super Sports // Painted Calipers // Sync 3 // Lux Pack // Winter Pack // Black Gel Spoiler Badges // Blue Gel Wheel Inserts // GTechniq Liquid Crystal // GTechniq Alloy Armour // sold Jun ’18

I noticed those on the Mountune website Kenny. Think I’ll wait until they come up with a coilover upgrade.