No need to correct much, just to confirm.
The high stiffness of the rebound spring if in compression at ride height adds to the softer main spring rate, so to only use the main spring in bump the rebound spring must be just kissing the hub.
The rebound spring thus set just kissing adds significantly to the front roll stiffness. If there is "zero droop" (Search Google) this doubles the front roll stiffness, hence no need for antiroll bars. But this alkso affects inner front wheel compliance in droop.
If the soft std rebound spring is fully compressed at full droop (jack front of car up to check) then in hard cornering the inner front wheel has no suspension, that is not good. The SSL rebound spring is progressive and never goes coil bound.
If the rebound spring is compressed at ride height then the roll stiffness, roll centre and roll moment all change as the hub comes off the rebound spring, just as you are turning hard into a corner, not ideal surely.
The little 'rate riser' spring on the kingpin above the hub gives the significant bump spring rate progression.
The ride height is defined by the length of the rebound spring or the short SSL rebound spring and its 20mm spacer. Fitting the spacer at the top with the 'rate riser' spring lifts the front of the car by 20mm, can be useful for those owners with cars with ground clearance issues on such as rough driveways.
The spring rate progression and roll stiffness progression of the RS front suspension and the 5L rear suspension is balanced. The 5L geometry has inherent roll stiffness progression.
Hope this brief summary helps.
PJB Peter Ballard.
Director SSL, originator of the 5L rear and joint on the RS front suspensions.
