With an inverted shaft strut the bump stop is always found inside the case, here is a close up of the Ohlins progressive microcellular bump stop as shown in the cutaway.
Here is another KW Motorsports inverted shaft strut; note how short it is. An advantage of the remote reservoir strut is that since the gas chamber is in the reservoir the strut can be made much shorter. This is good for low cars and for cars with lower hood lines.
A cool feature of the KW Motorsports inverted strut is a case with linear ball bearings in it. This reduces the stiction to very low levels.
Here is an inverted shaft KW strut in Dai Yoshihara’s Formula Drift Subaru BRZ. The extreme steering angles and all the geometric jacking that goes around puts a lot of stress on the strut and a stiffer inverted shaft strut greatly helps reduce the dreaded high steering angle tire shake that a lot of cars suffer from.
5 comments
Could you do a post on Motio Ratio please. How it relates to Spring Rates as well.
Thanks I love Moro IQ
“…looks like a giant thick shaft and it slides up and down inside…” gonna need a NSFW stamp on this article.
Interested in a bit on the Ohlins DFV – actually really interested in how their implementation compares to the various Penske parallel valve ideas (digressive blowoff or regressive blowoff) I know Ohlins does good work but it doesn’t seem like they want to sell you the parts to build the more “advanced” versions of their stuff as easily. Also find it interesting how KW’s competition stuff is monotube, though not actually surprising.
Since the piston rod is thinner on the Inverted strut, would you be able to run lower gas pressures than a non-inverted strut?
Shaft diameter is irrelevant to gas pressure. It affects the valving more.