Set ride height from real suspension measurements. Review perch changes, rake targets, and travel limits. Build a stable street or track setup with confidence.
| Scenario | Front Height | Rear Height | Clearance | Rake | Front MR | Rear MR |
|---|---|---|---|---|---|---|
| Street baseline | 660 mm | 670 mm | 110 mm | 10 mm | 0.92 | 0.88 |
| Fast road target | 665 mm | 675 mm | 115 mm | 10 mm | 0.92 | 0.88 |
| Track biased target | 658 mm | 670 mm | 108 mm | 12 mm | 0.90 | 0.86 |
Target average height = current average height + (target clearance - current clearance)
Recommended front height = target average height - (target rake / 2)
Recommended rear height = target average height + (target rake / 2)
Wheel height change = recommended height - current height
Coilover body change = wheel height change × motion ratio
Adjuster turns = coilover body change ÷ thread pitch
Wheel rate = spring rate × motion ratio²
Natural frequency = √((wheel rate × 1000) ÷ corner weight) ÷ (2π)
These formulas give a strong starting estimate. Final setup still needs real measurements, alignment, and clearance checks.
A good ride height changes more than appearance. It affects camber gain, bump travel, roll center position, and underbody clearance. This calculator helps you estimate a practical front and rear target before turning the collars. It uses measured ride height, desired rake, corner weight, spring rate, thread pitch, and motion ratio. That makes the result useful for street cars, time attack builds, drift cars, and dual purpose setups.
Many owners lower the car too far. The result is poor bump travel, rubbing, and unstable braking. A balanced setup keeps enough compression travel and preserves suspension geometry. Front and rear heights should support tire clearance and predictable load transfer. Small rake values often improve attitude without making the chassis nervous. The calculator shows both wheel change and coilover body adjustment so workshop changes stay controlled.
Coilovers do not always move the wheel one to one. Motion ratio matters. A lower ratio means the shock moves less than the wheel. Because of that, a small threaded adjustment can produce a larger wheel change. The calculator converts the target ride height shift into estimated coilover movement and full adjuster turns. It also estimates wheel rate from spring rate and motion ratio for a more engineering based decision.
Natural frequency is a tuning guide. Higher values feel tighter and respond faster. Lower values ride softer over broken pavement. A front to rear split that is too wide can make the car feel disconnected. This tool estimates front and rear frequency from corner weight and wheel rate. That gives you another check before alignment, corner balancing, and final damper tuning.
Every chassis reacts differently. Tire diameter, aero load, anti roll bar stiffness, and bushing compliance all matter. Use the recommended numbers as a safe starting point, not a final truth. After adjustment, settle the suspension, remeasure on level ground, then inspect clearance at lock and full compression. Finish with alignment and, if possible, corner balance. That process delivers the best ride height.
A good daily setting keeps enough ground clearance and bump travel. Many cars work best when the chassis is only mildly lower than stock, with controlled rake and no rubbing.
No. Many setups use a small rear high rake. It can improve balance and stance. The correct split depends on chassis geometry, tire size, and intended use.
Motion ratio links shock movement to wheel movement. If you ignore it, your adjustment estimate will be wrong. That can lead to uneven heights and poor handling.
No. Too low can reduce bump travel, upset geometry, and cause bottoming. A slightly higher car with usable suspension travel often works better on real roads and tracks.
You can, but many coilovers work best when ride height is set with body length and preload is kept modest. Too much preload can reduce droop and hurt consistency.
Many builds start around 5 mm to 15 mm rear high. It is only a starting range. Final rake should match alignment, tire clearance, and aero behavior.
Frequency helps compare ride stiffness between front and rear. It gives a quick engineering check before final testing. A large split can hint at an unbalanced spring setup.
Yes. Ride height changes camber, toe, and sometimes caster behavior. Always align the car after a meaningful adjustment. Corner balancing is also helpful on performance builds.
Important Note: All the Calculators listed in this site are for educational purpose only and we do not guarentee the accuracy of results. Please do consult with other sources as well.