some simple calculations, which you may find useful at on etime or the other. (maybe not
).
P.S.:
Take the proposed 1:3 bump/rebound damping force split with a grain of salt.
This is not set in stone, and in recent times the ratio for non aero cars is often closer to 1:1 or at times 1.5:1 (higher bump damping).
For cars which strong aero performance dependent on ground clearnce (ride hight) or in applications where you want to bypass/circumvent a minimum ride height rule (imposed by the regulations) things are a bit different.
Excessive rebound damping will lead, most often, to a loss in tire grip (acceleration perfomance/power down).
The higher rebound damping approach you will find in older publication/textbooks is partly derived from road cars (here you use it mainly for comfort reasons) and also, more important due to limitations in older damper designs, where you had practical limits as how much bump damping you could generate without other detrimal effects. The advent of new damper arcitectures ( through shaft dampers, spool valves etc) has done much in this respect.
http://www.theoryinpracticeengineering. ... meters.pdf
).
