Mike,
Perhaps the simplest way to look at it is to think about what happens
when your suspension reacts to a bump in the road: It is pushed upward,
against the resistance of the spring, and at a rate (the rate of
deflection) controlled by the shock absorber (yes, the spring rate has
a lot to do with the rate of deflection, too). However, the weight of
the wheel, tire, hub, brake assembly, and the control arm (or the axle
assembly, too) has an upward momentum, once it has been started on its
upward motion by the bump. All of the parts that combine in sustaining
that upward momentum are considered to be un-sprung weight. The less
unsprung weight your suspension has to deal with, the more
efficiently/quickly it can react to irregularities in the pavement, and
keep the tires in firm contact with the road. When shock absorbers
become sufficiently worn (or have the wrong settings), the tires will
loose contact with the pavement, on bumps. The greater the unsprung
weight, the harder the shock absorbers, control arms, and bushings have
to work to keep the tire in firm contact with the pavement.
Now, obviously, there is a lot more to it than that. However, that
should get your mind up to speed, and allow it to fill in some of the
blanks.
Bud Osbourne
-----Original Message-----
From: Mjsprite@aol.com [mailto:Mjsprite@aol.com]
Sent: Monday, January 21, 2008 10:35 PM
To: abcoz@hky.com; Weslake1330@aol.com; dmg@bossig.com;
spridgets@autox.team.net
Subject: Re: [Spridgets] Weights of wheels...
I've never really understood the effects of 'sprung' vs. 'unsrpung'
weight. Is there a magic ratio which one should aspire to achieve? How
do changes effect car handling? Perhaps an engineering type could
elucidate me and others.
Thanks,
Mike
'69 Sprite - Bilbo
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