Revisions to KW V3 settings:
Traveling @ 400-500km after installation of the KW V3 coil over kit, it was time to have a wheel alignment at Jobsons Bridgestone – Taren Point to ensure all is straight & true. Alterations to the compression & rebound were also made. The initial 400-500km allowed for everything to move around and bed in. During this period, the 8 sub-frame bolts were tightened in addition to receiving a new left side CV joint-driveshaft under warranty.
After repeated driving stints around town, it become evident that the half way (50%) settings of the rebound & low speed compression were too high on the KW V3 for this type of driving (low speed). Out on the smooth open freeway or the better part of B-grade roadways, the half/half settings were a treat. Firm, direct, sharp and controlled. In town, the low speed ride over high frequency undulations was feeling a bit like my unsuspended hybrid racer bicycle with the GTI bobbing up and down with little compliance and annoying passengers and driver at times. Half/half values with city only driving will become taxing.
Larger bumps are fine as high speed compression is pre-set and not adjustable. Like the previous Koni FSD/Eibach ProKit setup, the softer high speed compression valve does not come into play until after 50kph; when bumps are struck with higher intensity. Due to the firmer rate of compression, a bit of noise emanates from the dash board centre plastic piece as the GTI ran over bumps: with both wheels simultaneously striking undulations or with single wheel bumps (sway have to take some of the blame in addition to compression rate at front). The rougher ride can be attributed primarily to the compression value in the KW V3; as compression has a dramatic effect on unsprung wheel movements. A lesser portion can be attributed to the rebound rates of the V3 and sway bars. With most suspension systems, it’s difficult to find that optimum blend of fast driving tightness and low speed suppleness when dealing with compression & rebound of the damper.
Changing the compression of the dampers is likely to affect the ride height of the vehicle to a degree; so the change in suspension settings was effected prior to the wheel alignment. No use doing the wheel alignment; only to find that the lower compression may create some more sag. The front has settled some 3-5mm in the past several weeks; with limited driving, regardless of any change in compression value.
Altering the settings for compression can be done with the car on level ground. It takes some effort to crawl underneath the lowered front and rear and fiddle with the Allen key for front and pin at rear. The front rebound can be altered relatively by lifting up, but not removing the front plastic engine bay strut cover, and turning the strut top pin with an Allen key. Kevin and Glen at Jobsons Bridgestone have laid down the law that it’s ‘strictly no admittance’ to the workshop. Sales Manager Glen performed the necessary adjustments when the vehicle was up on the hoist without me present. The hoisted GTI allowed for exact measurements. The KW V3 does not click and does not have any numerical values printed on any of the adjustments like other brands of coilover suspension. You have to determine how many turns (2 full turns for compression & 3 full turns for rebound) to decipher the correct damper settings. It's much easier with the GTI in the air than on the ground for exact measurements.
The previous settings of having everything at 50% between full hard & full soft have been changed to the following from full soft:
Front
Compression: 25%
Rebound: 33%
Rear
Compression: 25%
Rebound: 50% (Unchanged)
Note: High speed comrpession cannot be altered on the KW V3 coilover - it is fixed from factory (Ie: Big bumps struck with high intensity). The high speed compression rate is fine IMO.
This setup is a welcome change for urban driving. The front end does feel a bit more distant with a loss in steering sharpness, directness in turn in, composure and mid corner speed. The front end does take more time to settle under harder braking – still firmer than the previous Eibach ProKit/ Koni FSD setup - but not much firmer. This can be attributed to the less rebound rate at the front end (33%). The sensation of riding my bicycle with no suspension over high frequency city bumps or strips of patchwork has been notably reduced and the ride is much more tolerable with the reduction from half to a quarter in compression. It's not Koni FSD smooth, but somewhere half way between the orginal settings of the Kw V3 from Muller & Muller and the Koni FSD/Eibach Prokit.
Briskly taking off from the lights on bumpy surfaces with softer compression settings has allowed the front driving wheels greater ability to soak up the undulations, providing more grip than with the previous harder (50%) settings on rougher terrain. Earlier on with half/half settings, the front end would skip over the bumps in the road, compromising drive with a tad too much race car stiffness at lower speeds. The higher rear end rebound relative to front rebound (33%front/50% rear) also helps with front end traction keeping the rear from squatting too much for too long under acceleration.
The dynamics front to rear of the GTI has definitely changed. Everything set at the half way mark is testament to how well KW tune there products. The GTI felt very balanced and oh so good when pressing on - like a little race car; despite some more steering effort required on turn in with the higher compression at the front (50%). For some reason, the stiffer half/half setup made the GTI feel like it was wider with a greater track width. Now the rear end feels more tied down with extra rebound as opposed to the front (33% front/50% rear) which is relatively softer in rebound. The GTI now feels longer like it has a longer wheel base front to rear.
On a short spirited run on the outskirts of Sydney, the revised damper rates make the rear end feel a little more nervous as opposed to the front end striking mid corner bumps. The lower front rebound level allows a greater degree of compliance and better ride; esp at lower speeds, with some loss of control as speed rises. The higher rebound rate in the rear does induce a tad of that rear sway bar only feeling improving turn in on corner entry. On the other hand, the reduction in front end compression detracts from the sharpness of turn in and induces a tad more under steer on corner entry. Hard to say which is more dominant at this stage - less front compression or relatively more rear rebound - re: corner entry. Lean on the GTI a bit harder in the corner and the bigger front sway bar keeps the rear end from stepping out too far under trail braking and aids power down on exit of corner; despite the loss of some rebound in the front end which aids corner exit power down.
Overall; this setup should prove better in wet or greasy conditions. The GTI feels more forgivable; especially at the front end – with some caution still to be exercised under trail braking with the higher rebound rate in the more nervous rear - esp in the wet. The change does have the GTI feeling slightly more like the previous setup; only without that initial floaty feeling of the progressive rate Eibach ProKit Springs. The ride of the GTI is certainly more livable around town, which is what I was aiming for. Nothing beats the Koni FSD for suppleness over the small high frequency undulations and the HPA KW SHS kit still likely to offer a best ride in any other environment & overall. Despite the softening of the KW V3; they are still likely to be up 5-10% firmer than the HPA KW SHS and should ride harder. The high speed compression of the KW V3 is tuned just nicely (can't change this).
See how she goes for the next few months before deciding to make another change. Early days yet. One thing for sure; KW coil over kits are definitely on the sporting side in terms of ride/handling mix.
Cheers
WJ
