stiffer struts + softer springs = subaru's cheap way of attaining a comfortable ride.

 

Every car is setup differently. You have to remember that when Subaru designed their suspension to have long travel. So basically, when you have a longer travelling strut you do not need to have such a high spring rate. That is my understanding.

I also have to believe that the integras have more weight over the front axles as well. Remember that they have the tranny, engine and diff over the front axle.

 

On top of all that, the integra sits lower than the WRX... so when aftermarket guys lower it even more, it needs super strong springs. Spring rates are determined basically by the weight over that axle and total suspension travel. Strut/shock valving is part of the equation too. I noticed that the Mazdaspeed protege, which would spank a Neon SR/T and maybe even a WRX with a little more power, uses relatively soft spring/strut and fatty anti-roll bars. So, basically, the answer you weren't really looking for is, it depends.

 

All I know is that the Mazdaspeed Protege will be quite a car. I think that car will handle really well on the street with that Racing Beat suspension.

 

In all seriousness, I think that car is better in pretty much every respect than a GC/GM RS, except for the all-important all wheel drive. Its handling numbers would be in supercar territory 10 years ago, and it costs next to nothing.

 

Very true.

 

You are right that lower springs rates would be easier to press. But the strut also plays a role in how the suspension works. The strut might be designed to have more rebound. Basically it would also depend on how the specifications are inside of the strut. Because the struts can be made to have a really stiff rebound to compensate for the softer rate of the springs. That is why the Prodrive kits work really well. Prodrive does extensive testing on a setup where it would be comfortable for the street and for spirited driving. The Prodrive setup that I have on my RS is specifically designed for that car. This means that the struts and spring rates were designed to go together such that they complement each other.

 

Basically, spring rate x travel=total "stiffness", so 10 pounds of spring strength times 4 inches of travel= 20 pounds of spring and 2 inches of travel, more or less. Make sense?

The struts serve to basically make it take longer for the spring to compress and lengthen, or rebound. This is so hitting a speed bump at 15mph makes the wheel move up and down instead of making your car bounce up and down 6 times. Fine tuning this makes the difference between a Cadillac and an Integra.

EDIT: Oh, and keep asking questions. It's why we're all here. Somebody has to ask them for know-it-alls and smartasses like me can answer them.

 

woah.......


makes sense

Yeah, subaru is going the Mbenz route... soft springs, stiff shocks/struts. This way, you get a ride that is smooth, YET, when pushed, will perform.

That's how i see it.

-Gagan

 

Somting that I still do not understand with some German automakers is why they have the spring perched on the suspension arm and not around the struts like many other cars.

But yeah I guess it makes sense because my friends RS has the Version5/6 struts with stock springs and he put it on the track and he loved the way the car feels. It is not harsh at all on the street. So that would be a good setup to try in the future. This was on a 99RS.

 

Travel is determined by the length of travel that the strut has. Basically how far can the strut stretch apart along with the design of the suspension. Also it depends on the internals of the strut to affect how quick or slow the rate at which the strut rebounds and compresses. Normall it is kind of hard to change the internals of a strut. That is why Prodrive designs their setup to be just right for street applications.

 

Do you mean why do choose the amount of travel for a car when they design it? Basically, its part of aiming the car at specific purposes. The Subaru way is to make cars that give up a bit of ultimate performance at the limit on race tracks in exchange for superiority on "real world" roads. A stock WRX is faster than any car you will ever come across on a Michigan frost-heaved road. Same with gravel roads.