G-Force Motorsport have been chosen as the only authorised dealers and distributors of Moton Dampers in the UK.Moton dampers have been used by a number of leading teams in international GT competition in the past 2-3 years. Some of the teams include:
BMW LMP V12 SCHNITZER - (ALMS 2000)
PTG BMW GTR V8 - (ALMS 2001; Winner Petit Le Mans 2001 - GT Class)
Porsche 996 GT3-RS - Seikel Motorsport - (Winner 24 Hours of Le Mans 2001 - GT Class)
Porsche 996 GT3-RS - Alex Job Racing - (2nd ALMS 2001)
Porsche 996 GT3-R - Labre Competition - (FIA GT-N World Champions 2000)
Viper GTS-R - Labre Competition - (FIA GT World Champions 2001; 1st and 2nd 24 Hours Francorchamps)
Viper GTS-R - Carsport Holland (Hezemans) - FIA GT 2001
Most modern race cars rely on ground effects or downforce to generate higher corner speeds. The suspension is expected to use very little travel in order to keep the aerodynamic changes to a minimum. With the design of the MOTON damper using a 22 mm O.D. piston rod it provides maximum fluid displacement at small suspension travels responding to the slightest movements of the suspension. More fluid displacement caused by the cross section of the 22 mm O.D. piston rod combined with the gas pressure in the reservoir results in an added lifting force on each corner of the car to support the main spring without increasing the spring rate. The gas pressure can be varied between 6 and 20 bar giving the tack engineer an extra adjustable medium.
22 mm O.D. Piston rod for more fluid displacement
Since suspension travels are so small on most modern race cars the MOTON damper compensates for less travel by increasing the diameter of the piston rod, and thus the displacement of fluid. Most damper manufacturers are using a piston rod O.D. of 12 or 14 mm. Using the 22 mm O.D. rod results in about 300% [Fig. 1] mow fluid displacement than usual, making it much more responsive at low damping velocities. Another advantage of having more fluid displacement is the possibility to combine it with a valve stack which is non pre-loaded and still be able to create enough low speed damping forces. Using a non pre-loaded valve stack results in better tire wear, tire temperatures and traction. The MOTON piston rods are made from high carbon steel (Chrome Moly for McPherson struts) chrome plated and induction hardened.
[Fig. 1]
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Fluid Displacement
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Percentage
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Ø12mm Piston Rod
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113mm³
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100%
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Ø14mm Piston Rod
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159mm³
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136%
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Ø22mm Piston Rod
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380mm³
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336%
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External Reservoir with blow off valve system
The external reservoir contains the gas volume and fluid reserve. Located on the top is the adjustable blow off valving system and non return valve [Fig. 3]. The blow off valve is designed to handle the large fluid displacement caused by the 22 mm O.D. piston rod and responds to the smallest movements of the rod. The blow off valve is spring loaded with Belleville washers and by turning on the adjuster knob preload is forced on the blow off valve. Increasing the preload on the blowoff valve creates higher compression damping. It can be adjusted into 15 positions. Using different sized Belleville washers varies the total adjustment range in compression.
[Fig. 3]
Rebound Adjuster closing off precisely drilled orifices
The rebound adjuster is located on top of the piston rod. Turning on the brass nut closes or opens precisely drilled orifices one by one below the piston. Closing off pro-measured orifices is a secure way of keeping the adjustments equal between dampers on the right and left side of the car. The rebound can be adjusted into 15 positions. The bleed-through orifices will vary between 0 square mm (all orifices closed) and 7.88 square mm (all orifices open). Rebound and compression double valve stack, non pre-loaded The rebound and compression stack are non pre-loaded and build up in two phases. The primary stack consists of a main valve with a diameter of 34 mm (rebound) and 36 mm (compression), supported by valves decreasing in diameter according to the damper force requirements. This is the low velocity area of the damping. The secondary stack is seperated from the primary stack by a small shim of 15 mm thickness and a diameter of 21 mm. The secondary stack limits the opening of the primary stack. So by changing the composition of the valves damping forces can be increased or decreased. The secondary stack is the mid- and high-speed area of the damping.
[Fig. 4]
Background
Moton Suspension Technology was founded by Jerome van Gool. For over 10 years he has been experienced in damping system development, trackside testing, and race car setup. He has worked with prominent manufacturers and racing teams worldwide like Porsche AG, BMW USA, GM Motorsports, and many more in a variety of racing series. He was one of the founders of JRZ suspension Engineering in 1992 but decided to start his own company at the end of 1998. Moton Suspension Technology is based in Uden, the South of The Netherlands.