I plan on lowering my recently purchased 164. The car does have Koni yellows that the previous owner did install on the car before but the car still has a lil bit of body roll and well... just looks to high. Are there any coilover availible for the car? Are there any lowering springs that lower the car more than 30mm? Any pics of B G springs on a 164 or any other brands. i would like a spring good for autocross and track. Open to advice as I kinda really need it
I have tried all springs for the 164. B&G are one of the best. Eibach's are not very good IMO, they lower the car too low and the suspension is all whacked out when it goes below parallel, which eibach can do to the 164. Oil pan is jeapordy for sure.
I also think H&R are not too bad either, second IMO.
The rest that are available for the 164 are just mediocre at best.
Linear vs Progressive. Well you will not find many that are progressive for front drive cars. Progressive is great but you will not find a progressive rate spring for the fronts on a 164 or most FWD cars. Rears are almost always progressive.
Basically the progressive will ride nice over bumps and so forth while a linear will be slightly more rough but will be a quicker and more responsive than a progressive rate spring..more predictible.
Spring rates are the key factor in balance of the complete chassis. This leads to the debate between "linear" and "progressive" spring rates. There's no mystery about progressive springs: A progressive spring has a variable rate increase throughout its compression stroke. For example a progressive spring with a starting rate of 200 pounds per inch for the first inch of compression and an end rate of 400 pounds per inch for the next two inches of compression would then equal a load of 1000 pounds.
A linear spring rate has one rate throughout its deflection. This means, if you have 300 pounds per inch spring rate, it takes 300 pounds to compress that spring one inch. A 300 pounds per inch linear spring, compressed three inches, would equal a load of 900 pounds. As you can see, one progressive spring can do the work of two or more linear springs. This is a big advantage in modern automotive chassis design, fulfilling the needs of today's discerning customers.
So why are linear springs still popular? Linear springs are readily available and inexpensive, allowing most race teams to use several different sets depending on track conditions. Linear springs are also easy to work with because the spring rate never changes, allowing for quick chassis set-up. This user friendly appeal is why so many chassis tuners are critical of progressive rate springs. These chassis tuners do not have the know-how to use progressive rate springs, or if they do have the knowledge, the manufacturer that they use is not capable of producing the design specified. Springs with a high linear rate would be used on a smooth racetrack, while on a rough or bumpy road course; you would use a softer spring rate. Since many racetracks have different road surfaces a suspension that is adaptive to changing road surfaces is desired. Progressive rate springs can offer a chassis tuner the means to achieve a compliant suspension in the rough and a tight suspension for high-speed turns.
Another issue that adds to the debate between "Linear" and "Progressive" rate springs, is that when most spring manufacturers say that their springs are progressive they are not! Springs may be wound progressively, but that does not mean that they function progressively. Some suspension springs are wound progressively but function as a linear spring. These springs can be called "dual-stage" coils, but are generally referred to as springs with "dead" or "inactive" coils. Dead or inactive coils are coils that are in contact with adjacent coils at loaded height. Inactive coils do nothing but give the spring enough free-length to stay tight in the spring perches at full rebound (when the tires and wheels are hanging in the air like when the car is on a lift). A spring that is wound with inactive coils and no progressive coils that are active, is actually working as a linear-rate spring. This is why when you call a spring manufacturer for spring rates for your application you must ask, "What is the actual working spring rate?" This ensures that you do not just get numbers quoted from a design sheet. For example: A design sheet may have rates of 69lbs. per inch, to 160lbs. per inch, to 220lbs. per inch. When the actual rate is 170lbs. per inch to 220lbs. per inch. As you can see, getting the correct information is important in making a true comparison.
Each spring design has its own market. The following examples show how important the correct spring can influence chassis dynamics. Progressive springs on a front wheel drive streetcar, will deliver a great ride while cruising, and sportive handling when the vehicle is driven hard. When the same car with progressive springs in the rear is used for all out racing, too much weight transfers to the rear axle, causing the front end to lift and the front tires to spin. Therefore, a linear rate rear spring is desired in a front wheel drive racing car. In a rear wheel drive automobile, this rear end loading, with a progressive rear spring, will reduce wheel spin and increase traction.
Springs come in many different forms. Commonly used types include leaf springs, which are used at the rear axle of automotive suspensions, consisting of several layers of flexible metallic strips joined to act as a single unit. Torsion bars are straight bars, which function like a coil spring. These are mainly found in front suspensions and consist of a calibrated, specially hardened metal bar that twists during suspension travel.
Coil springs, also known as helical or spiral springs are the most frequently used springs in general automotive suspension. The technical name for coil springs is helical springs. The name, "helical" comes from the word helix, defined as a three dimensional curve that lies on a cylinder or cone and cuts the elements at a constant angle. A progressive spring would be a double helical spring.
Springs are available in many different levels of performance and quality. Choosing a spring with the ride height you desired and level of performance you demand, balanced with the quality and durability you expect, can be challenging. Most people are content to achieve a "look" in lowering, and the "feel" in handling, at a cost they can afford. The more enduring principal in spring selection is the quality and durability of a dynamic suspension component. It is critical in today's competitive market to offer high quality spring sets. With so many choices in the spring market, a small business cannot compensate for lost time and profits, when customers return with quality problems. The spring retailer must be able to sell springs, which will not sag, fatigue, or lose their coating. There is considerable value in purchasing a superior quality spring. That value lies in a well engineered, durable product, which will perform consistently and trouble free.
Hope that helps?
Linear is actually better on FWD. and progressive rears.
Here is a OLD picture of my car: