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Max Kruse und Benny Leuchter bringen unseren Golf GTI Clubsport 24h an seine Grenzen – direkt am Nürburgring! Im Bilstein Competence Center wird am perfekten Setup gefeilt: Vom Stoßdämpfer bis zur Fahrwerksabstimmung.
Auf dem hochmodernen 4-Stempel-Prüfstand von Bilstein testen wir unter realen Streckenbedingungen. Ziel: Maximale Performance für das 24h-Rennen im Juni. Jeder Millimeter Fahrwerk zählt, jeder Kurvenscheitel wird analysiert.
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00:00Today we are here at our Shock Absorber Partner Bildstein in the Bildstein Confidence Center at the Nürburgring.
00:13It's a bit of a reunion, because exactly a year ago we were out and about here at the Vorpost Brick with the Golf 8 GTI TCR.
00:21We hardly had any time.
00:23We tested the suspension setup during the week of the 24-hour race, which worked out very well by the way, because we were able to achieve the pawn position with a new lap record and at the same time also the class victory.
00:36And of course we want to develop the whole thing further, which is why we are here again a year later to see what other performance we can find in the suspension and we'll attack the 24-hour race again this year.
00:47The wiring is finished, all the sensors are attached and glued in place.
00:52Um, the cables are late and we are now lowering it and we'll go to the test bench.
00:56Okay, we have an interim question.
01:12Seven posts per post, we have heard that now.
01:14What is the difference anyway?
01:16So there is the pawn posting.
01:17Here are seven hydraulic rams, four hydraulic rams, on which the car stands, to simulate the road smoothness.
01:26And now we have two more rams.
01:29These are the AU, let's call them the ones with the springs, ZAN, and they can be connected to the car end.
01:34With them we can have aerodynamics, e.g. motorsports, from GT3 or higher.
01:42The cars have so much aerodynamics that it also has a big influence on the road, and we have to take that into account.
01:49And, with them we can basically pull the car down.
01:52Each ram can pull with two tons.
01:54That means we can basically pull the car down with six tons.
01:57That's tough, right?
01:59The good thing is, our car is standing on top of it, right?
02:02And what are we testing now?
02:04So, we're going to run through different signals.
02:08These are vibrations to see how the car reacts to vibrations that are experienced.
02:13Okay, and learn, um, in which area is it so good?
02:17Where is it not so good yet?
02:18Can it be improved?
02:20If we improve something, where do we use it?
02:22What is always a compromise in the battery?
02:27So, Benny also checked the air pressure, which is also important because the tire is also part of the chassis and vibrates, and we consider it as a spring damper element.
02:36And that's why it has to be adjusted.
02:40The 75 kg is now lighter than the 75 kg.
02:44Max is slightly heavier than 75 kg.
02:48Um, and yes, they always say, you take the healthy middle and that's usually the standard measurement for many vehicles, 75 kg.
02:57Um, let's take that as a reference.
02:59Do you have 60 kg?
03:04Yes, actually yes, I don't care about driving with it.
03:07No, in your case, I think we actually had 100 kg in the Falcon Wolf when we measured it.
03:12No, 80 kg, we didn't have more than that, we didn't have 80 kg more.
03:16Now, anyone who knows what they're talking about has understood all of this, but someone like me, for example, doesn't know anything at all.
03:23Maybe you can do the same.
03:25Now, explain to me what's better about this chassis than last year's.
03:29One thing we can do through continuous development is optimize the characteristics.
03:32Of course, we can always do something with the housing, but usually that's pretty much always fixed.
03:36We're already using high-strength aluminum here.
03:39There's not much more we can do because we're already extremely light.
03:43We're at the limit of high-strength aluminum.
03:47What we're still doing is optimizing the chassis, tire performance, and improving tire wear, and that's what you can see here.
03:54He puts the wind before the disadvantages of responsiveness, friction optimization, and so on.
03:59Every year, even over time, we still can't find any things.
04:03You could ask Benny how this is noticeable in the car.
04:06Yes, of course, at the end of the day, as a bike, you or we pass on our feedback to our engineers.
04:11They then look at the data to see where we are with the car in terms of suspension travel, for example, and then see.
04:16Ah yes, okay, last year in the Flansgarten we needed, let's say, 30 millimeters of suspension travel.
04:22This year we only need 20.
04:23That's our minimum.
04:24Okay, for example, we can change the buffer insert with the buffer.
04:27I think we've done that here too.
04:28We change the buffer insert.
04:31The ride height is optimized and in doing so you optimize the car as a whole package.
04:35And that in turn, I think, is by far the most effective here on the test bench, because you learn a lot in such a compressed time.
04:42So, and now we just walk past the table and I see here, these are the shock absorbers we were just talking about, right?
04:48Exactly.
04:49What are they called again?
04:50That's a good question.
04:51Evo Evo R2 trails.
04:52Of course, it's quite clear.
04:54These are the Evo R2 trails, but...
04:56And now I need you.
04:57They're not the same.
05:00Right?
05:00What's the difference between them?
05:02One is the front axle, the other is the rear axle.
05:04With the front axle, you have the McFon vehicle.
05:07This means that the shock absorber is wheel guiding.
05:09So all the forces from the wheel carrier above are transferred to the body via the shock absorber.
05:14That's why there's such a huge difference.
05:18We transfer all the lateral forces of the tire via the standpipe into the wheel, which is why it has to withstand extremely high lateral forces.
05:26On the rear axle, it's a multi-link suspension and the shock absorber simply doesn't experience any source forces, not that many.
05:36Only a little from the spring perhaps.
05:37And uh, the shock absorber is therefore completely freely mounted and really only has to hit up and down and it has to be precise and it also has to absorb lateral force and that's why it simply has more contact surface, simply.
05:52More.
05:53Rubber buffers on it, if you look at the end or if someone tries to destroy the car again because they crash over a body, then it protects against the final impact and slows down again.
06:07Yes.
06:08Yes, so if you test.
06:09And this, what can you adjust here?
06:11You can adjust the damping forces.
06:12Red is rebound, red rebound, black bump.
06:15What is rebound?
06:16Explain.
06:17Yes, exactly.
06:18Almost similar.
06:20Rebound.
06:20So rebound is rebound and rebound means damper apart.
06:23Can I do that by hand?
06:25That's why adjustable shock absorbers, it's really cool to adjust by hand.
06:28But that's much too easy and that makes it lighter or heavier or what.
06:32So the car, the shock absorber is stuck in the car.
06:35Yes, the car is now resting here.
06:36So, if we drive over a bump, the car will go down.
06:39Okay.
06:40And you can adjust that here.
06:42You can now use the black button to say, okay, it should go down harder or very easily.
06:47Yes, you have to notice what the advantage is of making it go down harder.
06:51For example, when braking, if you're braking at 200 kilometers per hour, you don't want
06:54your car to fall off at the front.
06:55That would be stupid.
06:56So, that's why it has to be supported.
06:57That's why you need a bit of a bump.
07:00The car is on the self.
07:03The important thing is, now we can get started.
07:05So, what's the starting position?
07:14What are we now on the test bench?
07:17What we've just driven a science test, we can already read quite a lot from it.
07:22How the car is damped, how the car is sprung.
07:27As you can see now, you have pretty hard damping at the front.
07:30Exactly.
07:31And for example, at the front, that's a linear characteristic.
07:35Um, you have a straight line that defines your characteristic.
07:39At the back, you can see how it initially rises very steeply and then nothing happens.
07:44It simply remains at a certain power level.
07:46That is then a digressive characteristic.
07:48Um.
07:50Yes, and we are trying to fix that now, right?
07:52That is not bad.
07:53So, it has to suit the car.
07:54But we are still a bit under damped there.
07:57That means we need more characteristic, more dampers.
08:01So, I am on tow.
08:03Yes.
08:03Yes.
08:09The day is coming to an end.
08:11Today, we spent another day at the 7 post Rick von Beelstein, because the racetrack, the NDR Norshalif, has of course changed in the weather.
08:23We have added new asphalt sections to the track.
08:26Accordingly, we have adjusted the damper settings here again.
08:29I think we are now very well positioned, especially for NLS 3, where we will test the car again with new components and, above all, for the 24-hour race, because we want to repeat last year's victory.
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