k-huevo
06-21-2007, 01:44 AM
I’m sometimes like a perpetual Goldilocks, although not so much in search of the perfect fit as an insatiable exploration of “experiences”; when I had single adjustable damping controls on my Leda coilovers I had to accept some “too hard” in compression to get “just right” in re-bound or “too soft” in another direction to get it "just right" for compression. There was a time where I felt Koni FSD struts might have solved the street compromise dilemma, but given enough challenges, I discovered their capabilities could be over driven.
Taking a personal satisfaction inventory of the ride in my MINI with 10 combinations of spring rates and three types of struts, I was more pleased with confidence inspiring stability rather than comfortable compliance. A non-adjustable strut with a reputation for unflappable stability and a solid grip on body control is the Bilstein SP, so that was the logical choice for my next round of “experiences”. True to their reputation they have imperturbable composure at speed & high G-forces, but at the expense of harshness over road irregularities; an expansion joint would deliver a sledge hammer blow to the chassis via the front struts. Because I’m all about the street, the ride must be more tolerable for daily driving, so the front struts went off for different valving to soften some of the edge. Rather than reiterate the details and photos of the first install and the two strut body versions; here’s a link for background information http://www.northamericanmotoring.com/forums/showthread.php?t=97532
The struts spent a lot of time on Bilstein’s Californian shock dyno having valving evaluated that wouldn’t compromise the SP’s performance characteristics too much while allowing them to be more street ride friendly; the engineering results were spot on. Slow speeds over railroad tracks and rough roads are still a bit harsh, but on the roads where cornering prowess holds precedence, the struts perform masterfully. It’s not only the expected aspects of wheel and body control that have seen an improvement but the reaction to steering inputs have quickened as well. I was able to experience these struts’ behaviors with two different four wheel alignment settings; the current set runs less negative camber & toe in the rear and steering response is very sharp without feeling tail happy. With the amount of added weight my car carries I wouldn’t have describe it as feeling svelte or light on its feet before, but lately I think it reminds me of a Jack Russell Terrier with the way it shows a willingness to dart about.
One of the advantages of the SP design is increased travel up front. Our poor MINIs have about two inches with which to absorb road energy on conventional front struts and often the bumpstops are carrying the load. The front SPs have an internal bumpstop and a shorter neck above the lower spring perch that allows more travel so the spring can do the work it was designed for. When I hit that dip at the bottom of a hill, that increased travel makes itself appreciably known.
As with just about any performance oriented modification, the SPs are not a one size fits all situations and sensibilities.
Taking a personal satisfaction inventory of the ride in my MINI with 10 combinations of spring rates and three types of struts, I was more pleased with confidence inspiring stability rather than comfortable compliance. A non-adjustable strut with a reputation for unflappable stability and a solid grip on body control is the Bilstein SP, so that was the logical choice for my next round of “experiences”. True to their reputation they have imperturbable composure at speed & high G-forces, but at the expense of harshness over road irregularities; an expansion joint would deliver a sledge hammer blow to the chassis via the front struts. Because I’m all about the street, the ride must be more tolerable for daily driving, so the front struts went off for different valving to soften some of the edge. Rather than reiterate the details and photos of the first install and the two strut body versions; here’s a link for background information http://www.northamericanmotoring.com/forums/showthread.php?t=97532
The struts spent a lot of time on Bilstein’s Californian shock dyno having valving evaluated that wouldn’t compromise the SP’s performance characteristics too much while allowing them to be more street ride friendly; the engineering results were spot on. Slow speeds over railroad tracks and rough roads are still a bit harsh, but on the roads where cornering prowess holds precedence, the struts perform masterfully. It’s not only the expected aspects of wheel and body control that have seen an improvement but the reaction to steering inputs have quickened as well. I was able to experience these struts’ behaviors with two different four wheel alignment settings; the current set runs less negative camber & toe in the rear and steering response is very sharp without feeling tail happy. With the amount of added weight my car carries I wouldn’t have describe it as feeling svelte or light on its feet before, but lately I think it reminds me of a Jack Russell Terrier with the way it shows a willingness to dart about.
One of the advantages of the SP design is increased travel up front. Our poor MINIs have about two inches with which to absorb road energy on conventional front struts and often the bumpstops are carrying the load. The front SPs have an internal bumpstop and a shorter neck above the lower spring perch that allows more travel so the spring can do the work it was designed for. When I hit that dip at the bottom of a hill, that increased travel makes itself appreciably known.
As with just about any performance oriented modification, the SPs are not a one size fits all situations and sensibilities.