have fun wish I could come and watch

 

KW CS is 12kg, i think that is a bit too soft for SRC's damper?

 

KW CS are 10.2K (571lbs) while the V3s range from 8.14-9.2K (456-515lbs).

Just because 2 coilovers have the same spring rate dosnt mean they will handle or have the same ride. Dampers are a huge component of ride quality.

The word "controls" has been thrown around a lot (controls the spring, controls the fluid) as a substitute for explaining exactly what it is doing. It would help if an explanation was listed after this word (ex: "the smaller lowspeed needle valve controls the fluid by restricting the flow at lower piston speeds") -my interpretation.

If it is true that the Evasive spec SRC has less highspeed damping, which will help the dampers compliance and overall grip level -the biggest issue with the SRC. This will also greatly help with comfort on the street. On the otherhand, while improving steering response/initial turn in, too much lowspeed damping takes away grip from the car. High spring rates already improve the response (which the SRCs never lacked) but I don't quite see the need for more LS compression when the HS was already improved/lowered. If the highspeed was lowered, I would assume leaving the LS would allow a greater range of LS adjustment from under-damped (not controlling the spring enough and a more cadillac-like ride) to over-damped which locks down the suspension and prevents it from moving/causes the car to skip -if the HS isn't soft enough. Unless there is a limitation in the design of the damper, requiring higher LS compression to make up for the changes in HS, or if the LS would be too soft without more HS compression to make up for the lack of bump and droop travel, I don't see why the LS was changed.

I really like the idea of 14k springs on the SRC and think that has better wheel rates than the standard 16k.

From my testing, KWs can handle 13K without a problem. With its wide range of LS damping control it can handle that rate without a problem, while its compliant HS damping and its significant amount of droop travel makes this setup very streetable. Depending on the cars modifications, I might not recommend this high of a front rate anyway but would rather make up for it with a larger front bar.

I really like the idea that Evasive took with the SRC and look forward to the results from their testing as well as maybe a response to why they didn't change the spring rates or why they changed the LS compression.


Billy

 

This is correct i just got off the phone with KW tech, V.3 can handle up to 12kg springs and the CS model can handle up to 13-14kg with the factory valving

 

Why do they keep saying that when the V3 and CS have the exact same damper/valving?

 

they don't they are different

 

I'm being told by some KW engineers that they are exactly the same and the top hats and spring rates are the only difference whereas other are telling me different...

I think Billy Johnson knows a little more about this so we can get to the bottom of this.

 

Feel free to email me at FXMDBilly@gmail.com if you have any questions, uncertanties, or need advice. Please direct any of this to another thread or to an email to me. I wouldn't like any off-topic info discussed on my thread and I'm sure Evasive feels the same way about KW discussions on their thread.

Thank you,

Billy

 

does it really matter how much bump and droop you have if your effective spring range can't make use of it? once the spring is not carrying the load it doesn't matter if the damper keeps extending.

they may have moved the low speed adjustment from lets say med to low down to low requiring new low speed needles and orifices? What they did on the shim stack and valve body will determine this change.



Billj747, let me know if this is right or wrong.
I'm not sure if this is right but my guess is that the shim stack should control med-high speed compression. Where high speed is the orifice size on the valve body and med being the shim stack.

 

It does matter if you are bottoming out or slamming into the droop limit of the shock -upsetting the car and making it less compliant and comfortable. With the SRCs independantly adjustable spring perch and shock height, compression travel can be sacrificed for droop travel. Not much compression travel is needed with such high rates so the key is finding out how much comp travel you need and then set the shock body hight there for maximum droop travel. Now you know my SRC secret

Not all dampers are designed the same so its hard for me to understand which orifaces are now smaller -the needle valve or bypass orifices. This is why I don't like the word "controls" because it dosnt really say what is happening.

I'm guessing they went with smaller diameter needle valves for more LS compression (which you can order from KW to rebuild you dampers with but I wouldn't recommend it), and a softer shim stack to allow for more fluid to pass during high piston speeds/forces.