kwv3 springs for track use
06-18-2019, 09:12 PM
#13
12k-10k is still on the soft side, but better than 8k square. Some coilover kits came with 16k square. Control over bumps is about shocks...and twin tube is not the answer. But a different discussion.
Springs are relatively inexpensive. You can try different rates. And the Karcepts bars are adjustable and you can also change the bar fairly easily; Karcepts offers a selection. Brian at Karcepts is very smart, his anti-roll bars are a work of art, maybe give him a call.
The final choice will also depend on aero. More downforce requires stiffer springing. Also, it depends on how hard you can brake, a function of the brake pads and tires. Harder braking with more rapid application hints at stiffer front springs to control pitch. Controlling pitch, brake dive and squat on acceleration is a reason track day drivers in other threads have given for choosing stiffer springs over stiffer anti-roll bars.
Note that the car needs to be scaled after a spring swap to get the corner weights right. Do folks here install bearings under the springs to make them easier to adjust?
Springs are relatively inexpensive. You can try different rates. And the Karcepts bars are adjustable and you can also change the bar fairly easily; Karcepts offers a selection. Brian at Karcepts is very smart, his anti-roll bars are a work of art, maybe give him a call.
The final choice will also depend on aero. More downforce requires stiffer springing. Also, it depends on how hard you can brake, a function of the brake pads and tires. Harder braking with more rapid application hints at stiffer front springs to control pitch. Controlling pitch, brake dive and squat on acceleration is a reason track day drivers in other threads have given for choosing stiffer springs over stiffer anti-roll bars.
Note that the car needs to be scaled after a spring swap to get the corner weights right. Do folks here install bearings under the springs to make them easier to adjust?
07-02-2019, 06:42 AM
#14
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12/10 is great for a car that sees both street and track use. And 12k should be no issue for stock valving on the KW V3.
The 16k square spring rates are not ideal. You really need aero or r-comps to take advantage of those spring rates, and they trade off quite a bit of small bump compliance.
Bearings under the springs are nice, but not necessary. I have a small nylon washer between the spring and the perch. My perches turn fairly easily without binding up the spring.
The 16k square spring rates are not ideal. You really need aero or r-comps to take advantage of those spring rates, and they trade off quite a bit of small bump compliance.
Bearings under the springs are nice, but not necessary. I have a small nylon washer between the spring and the perch. My perches turn fairly easily without binding up the spring.
07-02-2019, 07:02 AM
#15
12/10 is great for a car that sees both street and track use. And 12k should be no issue for stock valving on the KW V3.
The 16k square spring rates are not ideal. You really need aero or r-comps to take advantage of those spring rates, and they trade off quite a bit of small bump compliance.
Bearings under the springs are nice, but not necessary. I have a small nylon washer between the spring and the perch. My perches turn fairly easily without binding up the spring.
The 16k square spring rates are not ideal. You really need aero or r-comps to take advantage of those spring rates, and they trade off quite a bit of small bump compliance.
Bearings under the springs are nice, but not necessary. I have a small nylon washer between the spring and the perch. My perches turn fairly easily without binding up the spring.
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