kinda posted before I read what you actually wrote. my bad!

 

I suppose that I need someone the confirm or discredit a theory I have in my head.

Currently I'm running Bilstein PSS coilovers with standard anti roll bars and lowered 1.25" from standard.
I am unsure how effective the ARBs are due to the drop in suspension height. I'm also running a 12.5" 6 pot tarox brake upgrade on the front and a 13" rear disc upgrade.

Under heavy braking the front loads up allot more with the larger brakes than it previously did. This seems to have increased the effects of rear bumpsteer as the weight transfers forward. I've fitted front and rear Anti- bump steer kits which I aligned to almost remove the rear lateral motion when heavy braking and hitting bumps on full throttle.

By doing some searching on here I've found the following rates for both the Bilsteins I'm currently running and the KW V3s I'm about to purchase.

I believe that the Bilstein Spring rates are :
Front 347 LB/Inch
Rear 285 LB/Inch

And that KW are:
Front 540 LB/Inch
Rear 540 LB/Inch

I feel that the increased Spring rates on the KW will counteract the nosing diving action of larger brakes and help keep the rear end more planted. I'm also considering raising the ride heights slightly and fitting adjustable drop links to allow the ARBs to function as they would from standard.

But do you think it is possible that the combination of increased spring rates and realigning the ARBs and suspension heights could actually reduce the lateral body roll and reduce the cars ability to turn in at corner entry?

Or is this something I could over come with wheel geometry by increasing/ decreasing camber to allow for reduced body roll?

I hope that transfered into words similar to how it sounds in my head

 

That's one big nebulous question with everything in there--brakes, shocks, spring rates, anti-roll bars, ride height, alignment, turn in...

And the answer is..."Yes."

It is possible you are experiencing under steer at turn in which could be overcome with increased front wheel negative camber. And yes, going to stiffer spring rates would tend to make the under steer at turn in worse.

 

Apologies if thats difficult to understand, I'll try clarify it better

The Bilsteins PSS I'm now running are only height adjustable and at my recent government inspection I was told that the rears have a 13% imbalanced and I need to change them.
So having done various searches I've decided that the KW V3s are what I'd like to upgrade to. My concern is that they have allot higher spring rates than the Bilsteins.

I'm trying to avoid spending money curing one problem (replacing the imbalanced Bilsteins) for the benefits of 3 way adjustment and the creating more problems ( corner entry understeer, etc) due to the higher spring rates on the KWs.

I hope that makes a little more sense

 

[QUOTE=leftfootbraking,Feb 11 2011, 12:25 PM]I suppose that I need someone the confirm or discredit a theory I have in my head.

Currently I'm running Bilstein PSS coilovers with standard anti roll bars and lowered 1.25" from standard.
I am unsure how effective the ARBs are due to the drop in suspension height. I'm also running a 12.5" 6 pot tarox brake upgrade on the front and a 13" rear disc upgrade.

Under heavy braking the front loads up allot more with the larger brakes than it previously did. This seems to have increased the effects of rear bumpsteer as the weight transfers forward. I've fitted front and rear Anti- bump steer kits which I aligned to almost remove the rear lateral motion when heavy braking and hitting bumps on full throttle.

By doing some searching on here I've found the following rates for both the Bilsteins I'm currently running and the KW V3s I'm about to purchase.

I believe that the Bilstein Spring rates are :
Front 347 LB/Inch
Rear 285 LB/Inch

And that KW are:
Front 540 LB/Inch
Rear 540 LB/Inch

I feel that the increased Spring rates on the KW will counteract the nosing diving action of larger brakes and help keep the rear end more planted. I'm also considering raising the ride heights slightly and fitting adjustable drop links to allow the ARBs to function as they would from standard.

But do you think it is possible that the combination of increased spring rates and realigning the ARBs and suspension heights could actually reduce the lateral body roll and reduce the cars ability to turn in at corner entry?

Or is this something I could over come with wheel geometry by increasing/ decreasing camber to allow for reduced body roll?

I hope that transfered into words similar to how it sounds in my head