A lot can be done regarding the balance between performance and ride quality within the shock itself. Shock valving can be arranged to generate enough resistance at low suspension speeds (IOW, due to body motions in roll and pitch) for good control without sending the resistance at higher suspension speeds (wheel response to bumps) up to uncomfortable levels. The balance between 'bump' damping and 'rebound' damping is also important here.

Trouble is, neither mass-market replacement shocks nor most entry-level performance shocks does this very well, and the shocks that are better aren't necessarily available for all cars (especially older cars). In the first two cases, you pretty much do get either a good ride without being particularly performance-oriented (OE-replacement shocks) or improved performance with more harshness (KYB Gas-A-Justs and Tokico Illuminas, to name a couple).


Norm

 

The new IAS's from Edelbrock do seem to be a really good balance between comfort and performance as far as a shock goes, but they're also significantly more expensive. But yeah, the shock is going to definitely have a big impact on ride quality, and proper shock selection will provide a good balance between performance and comfort.

Anyone seen the new LEM(Liner Electromagnetic Motor) suspension designed by Bose(yes, the sound people)? It's quite amazing actually, it provides more comfort and ride quality than the most luxurious luxury car, but better performance than the most aggressive sports car. The vehicle weight is sprung by a torsion bar, but the suspension motion is controlled by the electromagnetic setup, basically replacing the shock and spring. And the amplifier producing the power recaptures some of the energy during compression. It's amazing, since the electromagnet can respond far faster than any mechanical suspension, and it isn't dependent on a static spring rate or given shock pressure range. It can respond to changes in milliseconds. The car chassis basically stays totally level with the road surface under any circumstance, but at the same time isolates nearly all road motion from the passenger compartment.

 

I've heard a little and read a little, but for obvious reasons they aren't giving away much in the way of actual numbers and details. Haven't that I know of, anyway. A guy I know of from the MonteCarloSS forum WORKS for Bose, and even he couldn't get at much of anything - this was a few years ago.

 

I've only seen the most basic details of how the system generally works. Supposedly it's available in some high end luxury cars this year. It's the direction technology is going though, just like R&D on solenoid actuated valves, electromagnetic control of valve motion to provide ideal valve timing under all situations.

I wonder if anyone will ever make an LEM conversion for older muscle cars.

 

I have no issues whatsoever. There is no 'porpoising' effect

 

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I run Opentracker's 560lb springs (which are actually M+ springs) with roller perches, Edelbrock shocks, and 4.5 leaf mid-eye rears. I drive the **** out of my car whenever I get a chance and I don't have many complaints. The Edelbrock IAS shocks soak up uneven roads (they're still rough, but not unbearable) but keep the car flat in the corners. They're certainly smoother than Gas-A-Justs. I do need a bigger front sway bar (15/16" right now) and a small rear bar, but I don't think anyone who drives their car normally would run into the minor body roll problems I'm getting.

 

Scott, can you expand on this, I've never heard of shimming the shocks to center them? and I'm about to install OTR's roller perches.

To add to the thread I've got 560 1" drop springs and they mic'd out ~.550" thickness, 289 car. With KYB GR-2's (until I can afford better shocks) and the ride is sporty without punishment with 4 1/2 mideyes and poly bushings on rear.
Thanks, Jon

 

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