01:35 3 way shocks 01:47 compression high speed 02:38 compression low speed 03:09 rebound 06:34 baseline shocks settings 06:41 compression high speed 07:18 compression low speed 07:35 rebound 08:36 general rule of thumb (most compression, least amount of rebound) 08:56 to sharpen turn in (more Front comp. high speed) 09:12 to back follow the front quicker (more Rear comp. high speed) 09:19 hitting the FIA curb (more Front comp. high speed if bottoming out) 09:56 too much body roll; quicker turn in response in 1/3 of the turn; (more Front comp. low speed) 10:26 back of the car unstable (more Rear comp. low speed) 10:44 later part of the turn oversteer (less Rear comp. low speed) 11:26 car not comig off the turn (less Rear comp. high speed and low speed) 11:54 shock as a weight transfer capacitor 14:28 4 way shocks 15:31 rebound high speed 16:42 motorsport shocks 18:02 rececar shocks 21:10 motorsport 4 way shocks 22:46 5 way shocks
Part 1 you guys recommended I adjust my shocks, and wouldn’t ya know it, unbeknownst to me, the shocks were set wayyy too stiff. The car rides better than brand new now. Thanks for everything you do. Love the content and channel. Congrats on your recent RUclips award.
I've had my KW's for a year and got lucky with my first adjustment of raising bump/rebound by +1. After the height changed, I wasn't as lucky and needed to fine tune it. This video series blows all others out of the water with how intuitive you make the understanding. I'm really taking advantage of the 3 way adjustments now and can understand each change I'm slowly making with your explanations. Thanks a bunch :)
Brilliant explanation of the adjustment effects on transient response. Would be interested to know your recommendations for suspension alignment and the methodology for getting that right too.
Thanks again for passing on your knowledge over the last 3 videos. Super informative, lots of info to take in. Have you ever had any experience with the KW HLS? Would love to know how it impacts performance, if at all. Have anyways liked the idea to have HLS so it makes driving on the street easier, eg getting over bumps or steep driveways etc Thanks again for all your videos, much appreciated 👌🏽
Thank you Mike for this chapter! You get clear and logical way so complicated info. A lot of my customers getting confused when i start explain what happened with their car. I got one drifter who use 18 N/mm Front and 12 N/mm rear springs in his Altezza (Lexus IS) Drift car and i can't convince him to swap it to softer. What do you think in this case ? Do drifters need so harsh springrates ?
Mike i just wanted to say I truly appreciate the work you did to my cobalts ZZP suspension. Night and day difference in the way it handles and sounds/feels..Can't wait to jump to that KW suspension.
Hey guys,planning a time attack build read your tire fitment guide. Been looking at multiple sources and fitment industries was saying to add an inch to listed wheel widths as typically the bead width and not the full width is listed. Just wondering your thoughts, thanks.
Hi Mike, I do a lot of very fast touge driving not in the US, i.e Gunsai time attack like Japanese Best Motoring videos. The roads are bumpier than a GP track with a lot of cornering one after another at slow/medium speeds. Would you still take the same overall approach of highest compression possible and least amount of rebound? Or would you change it so that it's the softest compression possible and increase rebound as long as it doesn't ride or hit bump stops and doesn't pack down? Basically for touge driving would you use the most suspension travel possible as long as it doesn't bottom out? If you YT search "Drift king touge" you'll see the roads and speed we go.
@@motoiq any experience with the newer HKS products e.g. Hipermax S series? Definitely not KW tier or track oriented but am curious on your thoughts since I just got a set 😁 thanks for the great videos
Your observation about the zero point changing on some shocks was observed and discussing by rhoerig. They refer to it as "cracking force" or the initial force it takes before the valving starts to flow. This changes primarily based on gas charge. If you have for example 50lb/in gas pressure, well, now it takes 50lbs of force before the valving starts to work. Second is the preload in combination with bleed. If you have high preload and low bleed you are working against the flow and gets you a different net zero point.
@@motoiq I encourage you to look at rhorig's paper. I put it on my Drive; drive.google.com/file/d/1RfLhW39KZepmZ-1LbZiaZIC8xh5G5Hvw/view?usp=drivesdk --my bad for a ton of edits-- "Another factor is the gas chamber itself. In the compression open phase the shock is being compressed and accelerated to peak velocity. It is also compressing the gas chamber. In the compression closing phase, the shock is slowing down but the gas chamber is still being compressed. We know that this gas chamber exerts a force and the more you compress it the more force it exerts. In that late stage of compression closing, the most effect of the gas chamber is going to be felt and the result is the addition of force to the curve. This is one of the factors to why the compression closing is higher than the compression opening curves."
This man could release a video on why we need to start eating bugs and I would watch it 50 times over with that killer smile.
01:35 3 way shocks
01:47 compression high speed
02:38 compression low speed
03:09 rebound
06:34 baseline shocks settings
06:41 compression high speed
07:18 compression low speed
07:35 rebound
08:36 general rule of thumb (most compression, least amount of rebound)
08:56 to sharpen turn in (more Front comp. high speed)
09:12 to back follow the front quicker (more Rear comp. high speed)
09:19 hitting the FIA curb (more Front comp. high speed if bottoming out)
09:56 too much body roll; quicker turn in response in 1/3 of the turn; (more Front comp. low speed)
10:26 back of the car unstable (more Rear comp. low speed)
10:44 later part of the turn oversteer (less Rear comp. low speed)
11:26 car not comig off the turn (less Rear comp. high speed and low speed)
11:54 shock as a weight transfer capacitor
14:28 4 way shocks
15:31 rebound high speed
16:42 motorsport shocks
18:02 rececar shocks
21:10 motorsport 4 way shocks
22:46 5 way shocks
they should pin this comment
This type of high-quality info from experienced folks is the very best thing about the internet in general. Thanks so much for the insight!
Amazing resource! Absolute experts who can use the right
language so others can understand. So cool! Thank you!
Part 1 you guys recommended I adjust my shocks, and wouldn’t ya know it, unbeknownst to me, the shocks were set wayyy too stiff. The car rides better than brand new now. Thanks for everything you do. Love the content and channel. Congrats on your recent RUclips award.
Best channel.
Mike coming through as promised. What a G.
Mike is like the big bro we never had.
Certified Unc
I've had my KW's for a year and got lucky with my first adjustment of raising bump/rebound by +1. After the height changed, I wasn't as lucky and needed to fine tune it. This video series blows all others out of the water with how intuitive you make the understanding. I'm really taking advantage of the 3 way adjustments now and can understand each change I'm slowly making with your explanations. Thanks a bunch :)
Absolutely love this channel, I could hear him talk about anything and I’d understand! Only thing he needs is a MotoIQ Hawaiian 🌺 T-shirt
Need a video regarding shock set up on drift cars!!!
you should dust off old girl behind you. great content as always
Brilliant explanation of the adjustment effects on transient response. Would be interested to know your recommendations for suspension alignment and the methodology for getting that right too.
Coming soon!
Good stuff Mike! Thanks for another informative video.
I don’t know why I’m even here when all I have is revalved non-adjustable stock shocks..
Man. What a video
What about bump springs instead of rubbers? Seems to be easier to tune?
I prefer bump stops due to their having high hysteresis so they don't case weird rebound issues.
👏Amazing! You are inspirational Mike! Thank you, for sharing your experience.
the wealth of knowledge here is amazing
Awesome
Thanks again for passing on your knowledge over the last 3 videos. Super informative, lots of info to take in.
Have you ever had any experience with the KW HLS? Would love to know how it impacts performance, if at all. Have anyways liked the idea to have HLS so it makes driving on the street easier, eg getting over bumps or steep driveways etc
Thanks again for all your videos, much appreciated 👌🏽
Yes I have
Check the video where Mike helps his friend do the suspension on her Porsche cayman.
@@weedshoes5089 Thanks, found it.
How knowledgeable when someone speaks base on experienced and RnD
Didn't even know their was a part 3. Nice
Thank you Mike for this chapter! You get clear and logical way so complicated info. A lot of my customers getting confused when i start explain what happened with their car.
I got one drifter who use 18 N/mm Front and 12 N/mm rear springs in his Altezza (Lexus IS) Drift car and i can't convince him to swap it to softer.
What do you think in this case ? Do drifters need so harsh springrates ?
No we run very soft springs. we would run something like 9kg and 6kg on that car. A pro car might run even softer rear springs.
@@motoiq Appriciate your experience!
Do they use front "Feather" ARB?
I don't know what that means but we do use front and rear anti sway bars and generally change the rear a lot to set up for different conditions.
@@motoiq Oh, excuse me, Mike. I meant adjustable ARBs. Where you able to swing feathers.
Anyway, thank you!
Thanks for the great info! Does this also apply to off-road suspension tuning?
Yes but bypass shocks are a bit different.
@@motoiqThank you! three-way adjustable piggyback struts, still adjust high speed compression first then low speed then rebound?
Yes
Mike i just wanted to say I truly appreciate the work you did to my cobalts ZZP suspension. Night and day difference in the way it handles and sounds/feels..Can't wait to jump to that KW suspension.
Glad to help!
Thank you 😊😎👍you are awesome man
Hey guys,planning a time attack build read your tire fitment guide. Been looking at multiple sources and fitment industries was saying to add an inch to listed wheel widths as typically the bead width and not the full width is listed. Just wondering your thoughts, thanks.
Something like that.
This video is awesome! Would you be able to do a more in depth video on shock histogram? Reading, understanding, and adjusting?
This video did so bad that I probably won't.
Hi Mike, I do a lot of very fast touge driving not in the US, i.e Gunsai time attack like Japanese Best Motoring videos. The roads are bumpier than a GP track with a lot of cornering one after another at slow/medium speeds. Would you still take the same overall approach of highest compression possible and least amount of rebound? Or would you change it so that it's the softest compression possible and increase rebound as long as it doesn't ride or hit bump stops and doesn't pack down? Basically for touge driving would you use the most suspension travel possible as long as it doesn't bottom out? If you YT search "Drift king touge" you'll see the roads and speed we go.
I would still do it the same.
@@motoiq ok thank you… I’ll play around with
Would love to see an episode dedicated to suspension setup for drifting 😎
Coming soon!
What about a suspension for rally/autocross?
It's the same.
Sorry I meant to ask what kind of suspension would you recommend for rally/auto-crossing?
Rieger
Hey cheers for the great video. Would you consider BC as one of the cheaper asian coilovers you were referring too?
Not for serious stuff.
@@motoiq What about Fortune Auto? They seems to be pretty hot in the aftermarket.
Fortune is actually pretty good.
@@motoiq any experience with the newer HKS products e.g. Hipermax S series? Definitely not KW tier or track oriented but am curious on your thoughts since I just got a set 😁 thanks for the great videos
I don't like japanese suspension
Your observation about the zero point changing on some shocks was observed and discussing by rhoerig. They refer to it as "cracking force" or the initial force it takes before the valving starts to flow. This changes primarily based on gas charge. If you have for example 50lb/in gas pressure, well, now it takes 50lbs of force before the valving starts to work. Second is the preload in combination with bleed. If you have high preload and low bleed you are working against the flow and gets you a different net zero point.
I don't think its just gas force. It depends on what type of valves the shock has but preloaded shim stacks seem to have more of this.
@@motoiq I encourage you to look at rhorig's paper. I put it on my Drive;
drive.google.com/file/d/1RfLhW39KZepmZ-1LbZiaZIC8xh5G5Hvw/view?usp=drivesdk
--my bad for a ton of edits--
"Another factor is the gas chamber itself. In the compression open phase the
shock is being compressed and accelerated to peak velocity. It is also compressing
the gas chamber. In the compression closing phase, the shock is slowing down but
the gas chamber is still being compressed. We know that this gas chamber exerts a
force and the more you compress it the more force it exerts. In that late stage of
compression closing, the most effect of the gas chamber is going to be felt and the
result is the addition of force to the curve. This is one of the factors to why the
compression closing is higher than the compression opening curves."
We call that gas reaction force, it adds force everywhere in compression. Thank you for the link.
Also you reply is one of the best in the last year!
is more stiffer and less softer?
Yes
Someone please wipe those cars down for the love of all that is holy 🙏😅 I’ll even come down and do it for free lol
you got it!
@@motoiq I’ll be looking out! ❤️🏎💨
Fault tree. Genius. Logic is fun to study.