Ohlins Road & Track

3DM Motorsports has been using Ohlins dampers on the street and race track for over 10 years. In addition to service and support of the Road and Track kits, we are also working directly with Ohlins to develop kits that are not in the current Ohlins product lineup. For example, see our video below of the 3DM E46 M3 track car suspension being developed on the Ohlins shaker rig. Stay tuned for some exciting new releases coming soon! Below you will find an extensive and ever evolving document about the details of the Ohlins dampers and what sets them apart from the rest of the competition.

 
 

Why Ohlins Dampers?

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Öhlins has been an integrated part of the motorsport industry for over 40 years. With its headquarters in Sweden, it is privately owned with over 320 employees and a test center at the most demanding track in the world, the Nurburgring. Ohlins is the choice of Professional racers from Touring Cars to 24 Hours of LeMans and more. Even the new 2018 BMW M4 GT4 factory racecar is equiped with Öhlins dampers.


WHAT SETS THE ROAD AND TRACK DAMPERS APART from the competition?

Dual Flow Valve Technology (DFV): Traditionally dampers control the suspension with a piston (with shim stacks) and a bleed valve. The Ohlins damper introduces a third way with it’s Dual Flow Valve. Instead of relying on the piston and/or bleed valve to control the suspension over bumps and potholes on the street (or curbs on the track) the dual flow valve takes over in this scenario. What this does is allows the bleed valve and piston with shim stack to focus on the racecar-like feel in the turns while bumps are absorbed by the DFV. You basically get the best of both worlds. Learn more below…

Inverted Strut Design (MacPherson Struts): This is one of the most overlooked design features of a damper. A MacPherson strut suspension incorporates the damper as one of the control arms. This puts a bending load on the damper when cornering. A traditional upright damper will flex under load causing loss of camber and steering feel. In addition, the extra load on the piston shaft causes premature internal component wear leading to the common “blown shock.” Ohlins inverts the damper which removes the cornering load on the piston shaft and puts it on the external body of the damper. This is much more rigid which reduces camber loss, enhances steering feel, and increases longevity. Learn more below…

Temperature Compensation Bleed Valve: It is well known that when engine oil gets hot the engine will make more power because there is less drag from the hotter oil. The same thing happens in your dampers, as the oil gets hot the damping force is reduced. What this means is that your car will handle differently throughout your trip around town or during an on track session. Ohlins has solved this problem with the temperature compensation bleed valve. As the damper heats up, the special valve will close just a little to keep the damping forces the same from cold to hot. Learn more below…

Vehicle Specific Valving: Ohlins Road and Track kits are extensively developed to have the best damper valving for a specific spring rate. This method allows for very fine tune-ability of the balance of the car unlike a “catch all” damper. However, this does not mean you have to use the springs that come with the kit. You can use up to a 25% softer or stiffer spring without having to revalve the dampers. If you have a dedicated track car and want to significantly increase your spring rates, simply contact us to discuss your needs and learn more below…

Dual Height Adjustment Method: You have probably heard it 100s of times; if you lower your car too much you will run out of suspension travel and bottom out. Ohlins has the perfect solution to this problem, the Dual Height Adjustment. Now you can set your damper so that there is plenty of bump travel, then use the separate ride height adjuster to change the ride height of your car. Learn more below…

Longevity and Servicability: The age old adage “you get what you pay for” couldn’t apply more with Ohlins… Between World Rally Championships, 24 hours of LeMans, and the harsh environment of Sweden, Öhlins is used to building components that survive the toughest environments in the world. The attention to quality machining and finishing processes, inverted strut design (for macPherson strut cars), and the diaphram type nitrogen valve are just a few examples of why these dampers are so robust. Learn more below…


The Details

Dual Flow Valve Technology

A damper controls the upward movement (compression) and the downward movement (rebound) of the suspension. This movement is typically broken down into two levels, high speed and low speed. For example, hitting a bump on the street or the curbing on a track causes a high speed compression movement. Dropping down into a pot hole on the street or dropping off the end of track curbing causes a high speed rebound movement. Low speed movement of the suspension occurs when turning the vehicle. For example when turning to the right, the chassis will roll causing the left side suspension to compress slowly and the right side suspension to rebound slowly.

In an ideal world we want the damper to be stiff during low speed so that the car reacts quickly to steering inputs yet be soft when we hit pot holes or track curbs. This means that the wheel and tire can quickly and effectively resume their important position back on the ground, providing grip and traction. This is what the Dual Flow Valve technology accomplishes that sets Öhlins apart from its competitors.

Figure 1 & 2 Below "1" is compression and "2" is rebound. At low speeds oil flows mostly through the shaft jet bleed (red arrow). At moderate speeds oil mostly flows through the piston ports (blue arrow).. At high speeds oil can escape through the DFV (green arrow) increasing comfort as well as grip.

 
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FIGURE 3 Below: (Vehicle – no DFV) Without DFV the oil can not flow through the piston quickly enough on the rebound stroke after hitting a bump, so the tire is not able to stay in contact with the road.

FIGURE 4 Below: (Vehicle – DFV technique) The DFV valve opens, letting the oil flow quicker through the piston on the rebound stroke after hitting a bump, enabling the tire to stay in contact with the road.

 
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Temperature Compensation

Figure 5 Below: As the piston moves within the damper, it generates friction – and therefore, heat. Although we can’t stop heat, we can deal with it, and this is yet another way that Öhlins differs from the competition. As the heat increases, the viscosity of the damper fluid can change, altering the car’s handling characteristics. Öhlins unique needle bleed valve expands with temperature, closing the gap that the fluid travels through, maintaining a consistent damping rate. The best thing of all? You won’t even notice! All you’ll feel is that the car responds consistently, lap after lap, turn after turn, allowing you to concentrate on braking points and apexes while the Öhlins technology takes care of the damping.

 
 

Ride Height Adjustment

One the most unique features of the Öhlins Road and Track suspension kits is the dual height adjusters. Spring pre-load and ride height can be adjusted separately. On a traditional damper you can only adjust the ride height of the vehicle using the lower spring perch. The more you lower your vehicle, the less compression (bump) travel your suspension has. Lower the vehicle too much and you can bottom out the damper over even the slightest bump.

With the Öhlins Road and Track suspension kits you can lower your car and maintain sufficient bump travel at the same time! Image you have your ride height exactly where you want it but there is only 1" of compression travel. With a traditional damper your only option to get more compression travel is to spin the lower spring perch up. Now your ride height is not at your ideal location. With the Öhlins damper you would raise the lower spring perch up to get sufficient compression travel and then adjust the ride height adjuster to lower your car back down to the desired ride height. Problem solved! 

Please note, not all applications have this dual height adjustment due to the limited diameter of the clamping ring on the front spindle.

For more in-depth information regarding ride height adjustment principles for street and racecars click here: Ride Height Adjustment

 
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Inverted MacPherson Strut Design

There are two different types of damper (aka shock) designs within MacPherson strut suspensions There is an upright design and an inverted design. The damper essentially acts like one of the control arms in the suspension system. In addition to vertical loads over bumps, the damper also sees bending loads from cornering. You want the damper to be as rigid as possible in bending for many reasons, but most importantly it provides better steering feel, ensures camber settings stay in spec under load, and greater longevity of the internal damper components.

Gas Pressure Valve

Mono tube dampers use gas pressure to keep the oil inside the shock from cavitating. This ensures the damping forces stay consistent in all scenarios, especially during high speed  occurences. Traditionally, dampers use shrader valves to fill the damper with nitrogen which is very inconsistent and can leak over time. Ohlins uses a rubber diaphragm retain the nitrogen and is filled by a needle tool. Once the needle begins to be extracted, the diaphram seals itself not allowing any gas to escape. 

 Figure 1

Figure 1

 Figure 2

Figure 2

 Figure 3

Figure 3

Figure 1: The needle valve is inserted in order to fill the gas chamber

Figure 2: As soon as the needle starts to be extracted, the diaphragm seals itself, holding the exact pressure as seen on the gauge.

Figure 3: Once the needle is fully removed the diaphragm stays sealed with no chance of leaking throughout the service life of the damper. A screw is then inserted to keep contaminates from wearing out the diaphragm.

 Figure 4

Figure 4

 
 Figure 5

Figure 5

 

A shrader valve has many intricate parts that can lead to failure. As gas pressure is added, the valve is opened (Figure 4). Once the valve is closed (Figure 5), it relies on a perfectly clean seal (Red Arrow) to retain the gas pressure. The slightest contaminate or degradation in the seal can cause the gas pressure to escape. A slightly bent plunger can also lead to a bad seal.


Development Philosophy and Procedure

Despite what other suspension manufacturers may tell you, comfort is king, even when you are trying to set-up a competition machine. Our vast experience on events like the World Rally Championship, Nürburgring and Isle of Man TT races has shown us that the fastest drivers and riders are those that aren’t being shaken to bits. The ‘science of compliance’ is a hugely important part of our design work.

Development is a step by step process which starts with our test drivers driving the car on public roads just outside Stockholm, and on our racetrack to set a benchmark. The goal is to collect enough data about the current setup from driving on the racetrack and public roads.

What data is of our interest? We measure all specific parameters of the suspension, such as the motion ratios, ride-height, roll-centre etc. We are also performing a corner-weight of the car. This data is vital for the next stages of our development process.

With our purpose-built software, we develop an initial setting with feedback from our test drivers. From the first setting, we can begin to build an early proposal damper-setting and spring stiffness. When the computer-based model is developed, it’s time to build and fit the first Öhlins Road & Track prototypes to the car.

With the prototypes fitted to the car our technicians and engineers hand over the car to our test drivers again. A first shakedown performed on the racetrack to make sure that we have a safe product.

After the shakedown, we begin to stress the dampers with high-speed maneuvers, and we also find out if the computer modelling of ourdamper-settings and spring stiffness are correct. Though our dampers are primarily intended to be used on the racetrack, our engineers and test drivers spend much time to find a comfort-setting for road use. The Road & Track dampers from Öhlins are often more comfortable than the standard suspension.

The process to find the optimum track setting and road setting may take some time. Öhlins is a perfectionist company, and that is clear in our development process. If our test drivers and engineers are not pleased with a particular setting, they change it until they are sure that this is the best possible match between Road & Track.

The final step in the Öhlins Road & Track Development Process is to finalise and prepare the dampers for production. All documentation and prototypes used during the development phases are saved for regulatory compliance to meet legal demands.

The Öhlins Road & Track Development Process is executed for every single car model. Every setting is tailor-made and evaluated thoroughly before being transferred to series production. Our test drivers put in thousands of test kilometres to ensure the perfect handling combined with comfort. We develop our dampers after careful calculations to secure a high-quality product, which is safe to use when driving on the absolute edge. All in all, Öhlins Road & Track group takes care of testing and development to find the optimum performance so you can focus on driving your car with a smile! Drive safe!


Valving and Adjustment Procedure

Valving

Damping rate on the R&T units is fully adjustable and ties compression and rebound together as a matched setting, meaning that in 99% of cases, the units will work superbly, straight ‘out of the box’ with only the smallest adjustments required to suit the car or drivers individual preferences. Even though each Öhlins Road and Track kit is valved specifically for your vehicle and given spring rates, they have plenty of adjustment to allow for spring rate changes to suit your setup. Lets say you decide to make a change to your vehicle such as a wing which might require a spring rate change. You will find that spring rate changes of 150-200 lbs/in softer or harder will make significant handling changes allowing you to to re-dial in your suspension. The Öhlins Road and Track dampers easily handle this without needing a re-valve. If you decide to do a complete setup change, IE go from street car to racecar, simply send your Ohlins dampers to Ohlins or 3DM Motorsport and we can re-valve your damper to suit your new setup. Designing and valving dampers this way is the optimal approach.

Adjustment Procedure

Coming soon....


Servicability

All Öhlins units are fully serviceable and adjustable, making sure that they give faithful and dynamic service for years to come. Between World Rally Championships, 24 hours of LeMans, and the harsh environment of Sweden, Öhlins is used to building components that survive the toughest environments in the world. The choice of materials used is one of the key factors behind Öhlins' success. Each component is surface treated to ensure reduced friction and superior performance. The carbon steels bodies are salt spray tested meeting ISO 9227 Standards. These are real-world units for daily driven cars.

Having said that, it is a common misconception that once you buy a damper it will last forever. Dampers have moving parts and oil just like your engine and brakes. You change the oil in your engine and bleed your brakes regularly don't you? Depending on the type and level of use, dampers can go many years before they need servicing. This applies to any and all OEM and aftermarket dampers. 

Contact 3DM Motorsport for any of your servicing or re-valving needs.