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GEN 1 (2010-2014) Ford SVT Raptor Forums
Ford Raptor Suspension Discussion and Modification
ICON Ford Raptor Hydraulic Bumpstop Testing + Tuning
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<blockquote data-quote="DylanICON" data-source="post: 461598" data-attributes="member: 2111"><p>The compression ratio for a shock is kept as low as possible and usual way less than 2:1. The hydraulic bumpstop has a compression ratio from 8:1 for light apps and can go to theoretically infinity. For the raptor its 14:1. We can approximate the pressure to roughly double every time half the remaining travel is used for most of the travel. If you started at any point on the curve it will continue along that progression.</p><p> 14:1 compression ratio </p><p>X FORCE(LBf) RATE(LB/IN) PRES.(PSI)</p><p>0 184 68 150</p><p>0.13 193 75 157</p><p>0.25 203 83 165</p><p>0.38 214 92 174</p><p>0.5 226 103 184</p><p>0.63 240 116 195</p><p>0.75 255 132 208</p><p>0.88 273 150 222</p><p>1 293 174 239</p><p>1.13 316 202 258</p><p>1.25 344 239 280</p><p>1.38 377 287 307</p><p>1.5 416 350 339</p><p>1.63 465 437 379</p><p>1.75 527 561 430</p><p>1.88 608 747 495</p><p>2 718 1042 585</p><p>2.13 878 1556 715</p><p>2.25 1127 2568 919</p><p>2.38 1576 5018 1284</p><p>2.5 2618 13846 2133</p><p></p><p> Almost infinite compression ratio</p><p>X FORCE(LBf) RATE(LB/IN) PRES.(PSI)</p><p>0 184 74 150</p><p>0.13 194 82 158</p><p>0.25 205 91 167</p><p>0.38 217 102 176</p><p>0.5 230 115 187</p><p>0.63 245 131 200</p><p>0.75 263 150 214</p><p>0.88 283 174 231</p><p>1 307 204 250</p><p>1.13 335 243 273</p><p>1.25 368 294 300</p><p>1.38 409 363 333</p><p>1.5 460 459 375</p><p>1.63 525 599 428</p><p>1.75 613 815 499</p><p>1.88 735 1173 599</p><p>2 918 1830 748</p><p>2.13 1223 3246 996</p><p>2.25 1830 7271 1491</p><p>2.38 3636 28707 2963</p><p>2.5 278213 168083361 226708</p><p></p><p></p><p></p><p>The reality of the situation is that the static pressure is only part of the story because the dynamic forces created depending on speed of impact can far exceed this simple pressure analysis. Double tap is a rare occurrence and most of them are light partial compression situations not big hits. Partial recovery from a full hit is not as marginal as implied, it is more in the 80% range so now it acts like a 2" travel bumpstop @180 psi and is still velocity sensitive and the pressure component that is significant is happening much later. Just like it would be a bad idea to tune a motor for just wide open throttle we need to tune every other component for a good balance of performance and to avoid the bad stuff first. If we tuned the bumpstop to absolutely fully extend in every odd ball situation it would "kick like a mule and bite like a crocodile". </p><p>We are also giving the bumpstop to much credit for its role in the vehicle dynamics as a whole. The reason it gets disproportional importance on the Raptor is because the frame is weak above the factory bumpstop making it a priority on the mod list to avoid damage, and there just simply isn't enough up travel in the rear.</p><p>Imagine the unlikely obstacle of a stair case that you have miraculously avoided with the front tires. The first stair would drive the suspension up and depending on the tread length the next stair would immediately drive it up again. If you do this at 60 I'm sorry but your screwed, at 15 no problem.</p><p>The beauty of the system is that they are tunable. You can increase just the nitrogen pressure and it will rebound faster. At some point you will notice that the kick tendency outweighs the gained compression force. And a corresponding rebound change is needed.</p></blockquote><p></p>
[QUOTE="DylanICON, post: 461598, member: 2111"] The compression ratio for a shock is kept as low as possible and usual way less than 2:1. The hydraulic bumpstop has a compression ratio from 8:1 for light apps and can go to theoretically infinity. For the raptor its 14:1. We can approximate the pressure to roughly double every time half the remaining travel is used for most of the travel. If you started at any point on the curve it will continue along that progression. 14:1 compression ratio X FORCE(LBf) RATE(LB/IN) PRES.(PSI) 0 184 68 150 0.13 193 75 157 0.25 203 83 165 0.38 214 92 174 0.5 226 103 184 0.63 240 116 195 0.75 255 132 208 0.88 273 150 222 1 293 174 239 1.13 316 202 258 1.25 344 239 280 1.38 377 287 307 1.5 416 350 339 1.63 465 437 379 1.75 527 561 430 1.88 608 747 495 2 718 1042 585 2.13 878 1556 715 2.25 1127 2568 919 2.38 1576 5018 1284 2.5 2618 13846 2133 Almost infinite compression ratio X FORCE(LBf) RATE(LB/IN) PRES.(PSI) 0 184 74 150 0.13 194 82 158 0.25 205 91 167 0.38 217 102 176 0.5 230 115 187 0.63 245 131 200 0.75 263 150 214 0.88 283 174 231 1 307 204 250 1.13 335 243 273 1.25 368 294 300 1.38 409 363 333 1.5 460 459 375 1.63 525 599 428 1.75 613 815 499 1.88 735 1173 599 2 918 1830 748 2.13 1223 3246 996 2.25 1830 7271 1491 2.38 3636 28707 2963 2.5 278213 168083361 226708 The reality of the situation is that the static pressure is only part of the story because the dynamic forces created depending on speed of impact can far exceed this simple pressure analysis. Double tap is a rare occurrence and most of them are light partial compression situations not big hits. Partial recovery from a full hit is not as marginal as implied, it is more in the 80% range so now it acts like a 2" travel bumpstop @180 psi and is still velocity sensitive and the pressure component that is significant is happening much later. Just like it would be a bad idea to tune a motor for just wide open throttle we need to tune every other component for a good balance of performance and to avoid the bad stuff first. If we tuned the bumpstop to absolutely fully extend in every odd ball situation it would "kick like a mule and bite like a crocodile". We are also giving the bumpstop to much credit for its role in the vehicle dynamics as a whole. The reason it gets disproportional importance on the Raptor is because the frame is weak above the factory bumpstop making it a priority on the mod list to avoid damage, and there just simply isn't enough up travel in the rear. Imagine the unlikely obstacle of a stair case that you have miraculously avoided with the front tires. The first stair would drive the suspension up and depending on the tread length the next stair would immediately drive it up again. If you do this at 60 I'm sorry but your screwed, at 15 no problem. The beauty of the system is that they are tunable. You can increase just the nitrogen pressure and it will rebound faster. At some point you will notice that the kick tendency outweighs the gained compression force. And a corresponding rebound change is needed. [/QUOTE]
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GEN 1 (2010-2014) Ford SVT Raptor Forums
Ford Raptor Suspension Discussion and Modification
ICON Ford Raptor Hydraulic Bumpstop Testing + Tuning
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