S2000_916

haha good job! better then my broke ass english ! it would have been a nice touch to add in links.

E4RTH WORM JIM

Looking forward to a reply

michaelnyden

Billy Johnson and I both agree that the DFV is probably no faster on the track in terms of laptimes and the BMW and EVO guys that are track veterans at the tracks I go to said they are slightly slower from their experiences at the track than the KW clubsports, but that's on out of the box DFV's without custom spring rates or valving...having said that I am thinking my next set of coilovers might be Nitron...I'm curious how good they are on the track...

SakeBomb Garage

Add rear pre-load and they will be. Remember you guys, DFV's have an ultra-high-speed blow off which essentially lets you hammer curbing, soak up mid corner bumps, and in general just maintain grip where (due to lack of internal tech/piston design etc) other suspension simply is hardware limited. There's also internal temp correction (as shock oil temp increases throughout a track session) and VERY low hysteresis. The hardware is better... if you're slower on the Ohlins it's due to a poor setup. That's where we come in

andrewhake

It comes down to driver preference with many things as well, even in F1 drivers will likely be on different damper, torsion bar, and brake setups.

ckowalc

Just to update this thread since I've gotten a couple of PMs. Ohlins USA did not respond to my email sent Dec 15th. I've sent another email directly to "Jake Thompson" instead of info@ohlinsusa.com.

SakeBomb Garage

You're barking up the wrong tree... for design questions you'll want to talk to Sweden directly. It's doubtful you'll get detailed answers to a barrage of technical questions asking them to justify why they made the design decisions they did. The short answer is... a wide range of adjustability for a wide range or springs. If you want to have suspension where you can slam your car yet also run higher rate race springs, and have them work on the street... you start having to make compromises to make a one-size-fits-all kit. Obviously spinning up extraordinarily expensive billet lower cups is not an option from a cost perspective unless customers want to pay $3K for their suspension. So, the long and short of it is... for a wide range of customers, there are limitations for design if you want to accommodate 95% of people under the curve.

If you want help setting them up, we're here to help though Just holler.