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Review: KW V3 coilover ... GTI

WhiteJames

Fun Nazi
Location
Sydney
Car(s)
VW Golf GTI MKV
Review: KW V3 on Volkswagen Golf GTI

1. The Kit

The KW Variant 3 coilovers were supplied by Balance Motorsport in the United Kingdom. With a favorable exchange rate, the V3 kit cost $2750 all taxes inclusive delivered to my front door. The KW V3 is incrementally adjustable for rebound and only low speed compression. Low speed compression refers to the speed of the spring compressing, not the speed of the car. Low speed compression deals with the smaller bumps and the pitch fore and aft, and body roll. High speed compression on the KW V3 is not adjustable and preset from KW factory in Germany to offer a good ride regardless of the firmness of the low speed compression setting. The previous suspension in this 2006 GTI with 39,000km on the odo was the Eibach ProKit/Koni FSD package mated to the H&R adjustable anti-roll bars size small. The H&R sway bars remained with the upgrade to KW V3 coilover.

2. Installation

Paul Muller from Muller & Muller Automotive performed the installation. Muller & Muller is a family business where Old Man Muller and Lady Muller still come to work to ensure their sons are kept in check; despite being around 70 years of age. Muller & Muller specialize in Volkswagen and Audi and have performed more than 25 suspension upgrades on GTI and R32 alone. They have experience in preparing race Golf’s and their latest is a R32 with ported heads, exhaust, PSS10 which is soon due for a 25K supercharger kit. The cost of the installation was $350. No wheel alignment was performed as the ride height in the front is unchanged in the VW GTI. In addition, only the toe is adjustable on the front end of a MKV Golf. A wheel alignment will be conducted at the 1,000km mark when things settle in.

3. Ride Height Issues

Issues relating to ride height were the only real issue that Paul Muller had to experience on this White Volkswagen GTI. There is a height difference from right rear to left rear in the chassis itself with the left rear sitting up to 8mm higher than the right rear. This problem was always apparent with OEM stock springs, again with the Eibach Prokit and now with the KW V3 coilover. Problem with the KW V3 is that the rear end has been lowered, so the difference in height is more discernable now with the tyres closer to the guard than it was with the higher rear ride height of the Eibach ProKit or stock springs.

The problem can be minimized to a degree by wounding up the left rear coilover to bridge the gap, but clearance has to be given for each rear spring to perform in unison. In other words: making one rear spring much shorter than the other may affect handling and ride to a degree. Bridging the gap by a few mm should not pose a great problem. Looks like the difference has been brought down from 8mm to about 0mm LR to RR. Measurement checks will confirm this later down the track once kit has settled in. End result is that there is still a slight difference in the rear fender to centre rear wheel height. This will again be looked at when the vehicle is returned at the 1,000km mark. The problem is a build problem, so Paul Muller and I can only deal with the cards that VW have dealt to us in determining the ride height and looks of this vehicle. Looks like the guys building this GTI had too much tribal African juice the night before. Could be worse; perhaps a dud DSG or blown turbo.

The new version of the KW V3 has plenty of slack in them for a higher ride height. I haven’t measured the difference yet. Paul Muller tells me that the front end can be raised another 15 threads or 15 mm (1mm per thread) or lowered another 10 threads (10mm). The rear end is complex due to @ 5mm variance from right to left. The thread on the right rear is at its half way mark @ and stated to have about 10mm available to raise the rear. The left rear thread is at lowest mark and has no additional height adjustment. Please note I will have to confirm these measurements. These are the latest revised iteration of the KW V3. I believe the earlier KW V3 product lowered much much more.

I have heard of others GTI’s having this problem; as well as other makes including 200K Mercs. The difference in ride height from left rear to right rear is barely discernable in the pics supplied. Okay my camera is not the greatest; please note that I just spent 3K on the set of KW coilovers. So the camera will have to wait.

The rake has been removed from the vehicle and the rear end has been lowered quite a bit more than the front, which was left at the previous ride height. Two reasons for this. In my experience, the front will sag more than the rear – probably 3-5mm over time. Secondly, the higher ride height at the front relative to rear helps stabilize the GTI under hard or emergency braking. As the front end dives, the vehicle becomes level in ride height, with the absence of rake helping to prevent the front from falling over itself. Most sedan-like race cars like V8 Supercars adopt a similar ride height stance.

4. Damper Settings

KW provides a manual indicating the preferred initial settings. Having heavy 28lbs 18 inch Huff wheels we decided to go a bit harder than recommended and have all settings – rebound and low speed compression – set on half way.
 

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WhiteJames

Fun Nazi
Location
Sydney
Car(s)
VW Golf GTI MKV
5. First-Drive Impressions

The initial drive consisted of a mix of peak hour suburban Sydney City traffic jams, 80kph-100kph highway cruising, and some section of the RNP with the treacherous route and Semi-treacherous B-grade route driven.

(i) Driving out of Muller & Muller in peak hour traffic the feeling of solidarity and firmness were immediately apparent. The low speed ride of the KW V3 set on half settings with 18” Huffs is actually better than the Koni FSD/ProKit setup. The FSD/ProKit progressive spring was softer in the first inch or so of travel, struggling to cope with rebound of the Koni FSD damper, making for a terse ride around town, until hitting about 45kph creating enough force for the FSD to open and soften things up. The KW V3 has a perfect match of low speed rebound relative to its spring rate, creating a better riding but taunt & firm feel around town. Hard to believe that the V3 can be firmer and ride better. The higher compression rate of the KW V3 is also notable around town, but does not detract from the ride unless driving over a series of patchwork holes, where the Koni FSD/Eibach ProKit handles the smaller higher frequency bumps with greater comfort. I was worried that the KW V3 would be too firm at half/half settings; overall the in town ride is better than the Koni FSD/ProKit setup and the KW V3 create a feeling of reassurance and confidence.

(ii) The Koni FSD/Eibach ProKit have a certain Dr Jekyll and Mr. Hide feel about them in their progressive spring rate going from soft to hard as the spring compresses. When hammering through a series of tight twisties, the soft to hard progression creates a certain feel of nervousness in body control when throwing the GTI around like a rag doll. The H&R anti rolls bars fitted to this GTI limit this polarity to a degree, but never eliminate it. The Koni FSD/ProKit feels as if it is initially floating, until you push on and down to the hard progressive spring rate – this package is designed to work most effectively in the mid range of the spring and damper combination. Low speed ride has me wanting a better ride and the Eibach ProKit struggle in the extremely rough stuff. The KW V3 work fantastically right across the spectrum of low, medium and higher speed driving.

(iii) Setting out on the highway for a 100kph + cruise, the extra compression of the KW V3 with settings at half way is evident when striking a series of dips in the roadway. The ride can at times feel as if I’m on my Giant CRX hybrid bicycle without suspension, but at higher speed, the detriment to ride is minimal. On the same section of highway, the Koni FSD/Eibach ProKit have too much rebound for some fast highway driving creating a knobby ride feeling much of the smaller undulations in the smooth tarmac. No so apparent with the KW V3, this rides better on smoother roads. The influence of the 26mm H&R front sway bar set on soft on this Golf GTI (rear sway bar is 22mm set on hard) was greater with the softer setup of the Eibach ProKit springs. The ride is so good with the KW V3, I found the GTI wanting to get away from me on the freeway; lucky not fast enough to draw attention of the oncoming cockroaches radar. The Koni FSD/Eibach ProKit with 18” Huffs had me wanting to slow down to preserve the quality of ride of the freeway.
 

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WhiteJames

Fun Nazi
Location
Sydney
Car(s)
VW Golf GTI MKV
KW V3

(iv) The added firmness of the KW V3 coilover had the GTI feeling slower due to the added security of the firm and well matched damper & spring combination. The package feels so cohesive and well put together. This was evident when moving from the fast flowing freeway down into the RNP. Corners were struck at the same speed as done with the previous suspension; the car flowed from corner to corner with greater ease that felt like the vehicle was traveling at least 10kph slower. Braking with the KW V3 is almost rock hard with little forward pitch; yet the ride is more than acceptable.

(v) The KW V3 rides better on all surfaces except high frequency patchwork bumps. The GTI was less prone to become skittish, bouncing and springing into the air and felt so planted that the ride over a series of B-grade patchwork had the GTI feeling like it’s larger lard arse big brother R32. The body and wheels were so well tied down; this was a major highlight of the initial drive that lasted for 75km. When the roadway texture turns from bad to worse, the KW V3 take the heavy 18” Huffs in their stride.

(vi) A critical component of any suspension upgrade for me is the level of NVH – Noise, Harshness and Vibration. The KW V3 is brand new and yet no sign of tug’n’release or any clunking noise. Even during this settling in period. I had the opportunity of having Ray, my neighbor collect and return me to Muller & Muller. Ray’s R32 is sporting a Haldex and set of adjustable H&R anti-roll bars. The H&R bars do not roughen up the ride too much in town on the R32, but the OEM springs can be a tad noisy. The KW V3 offer better NVH than the stock springs in the R32 (probably GTI too; its been a while since I had stock springs in my GTI). Depsite being a great deal tauter & firmer than the R32 suspension; the KW V3 ride better than the OEM stock R32 arond town. The V3 leave the Eibach Prokit for dead in terms of noise suppression. Rather than the crashing and banging of the Eibach ProKit at full compression, the KW V3 only makes a muted thud.

(vii) The Koni FSD/Eibach ProKit with the extra rake offered great turn in with a good degree of lift off oversteer that has had many a driver gasping for air. The softer set up of the FSD/ProKit was more fun in retrospect; with the body of the vehicle rolling from side to side in a rolly-polly manner making the GTI adjustable on the gas and brake. The negatives of the Eibach ProKit/FSD progressive rate spring package also made it very fun at times, with the spring rate changing mid corner, keeping the driver on their toes in determining the car's reactions mid corner. Some of this adjustability has disappeared with the mid-level setting of the KW V3 coilovers (H&R sway bar settings are unchanged). The new setup with a reduction in rake having the rear lowered more than the front of the MKV GTI has induced a tad more understeer on corner entry and reduced the lift-off oversteer, aiding higher-speed driving and making the GTI feels faster, tighter and more reassuring than with the previous setup. The GTI is still centered around a neutral chassis bias; but now feels more rock solid and confidence inspiring. The V3 feel safer. The trademark creamy Koni ride is very much apparent in the KW V3; no loss of comfort in this respect.
 

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WhiteJames

Fun Nazi
Location
Sydney
Car(s)
VW Golf GTI MKV
Need new camera?

(viii) The Koni FSD dampers were a good match for the small H&R solid adjustable anti-roll bars; until the FSD opened up causing some pogo effect on larger bumps and pot holes. The firmer compression of the KW V3 has made a marked reduction in the pogo effect. The extra compression in the coilover damper helps resist the lateral dynamic forces of the sway bars, which limits the pogo effect over bumps & pot holes. The whole package feels even more balanced between springs, dampers and anti-roll bars, all working in unison together. Naturally, the lower ride height helps. The current setup of the KW V3 does not have that ultimate connection and roadway feeling that a Bilstein PSS/H&R would likely induce. Advantage of the KW V3 at half settings if that they ride so much better. Like a Koni FSD coilover, only more composed & firmer. In contrast I could toy with the settings to give the KW V3 that Bilstein/H&R responsiveness. The current setup is a nice blend for all combinations of public road driving.

(ix) On the treacherous Waterfall route the GTI did not experience any rubbing against the front top dead centre inner fender screw, unlike the R32 fitted with the same size wheel/tyre package and suspension that rubbed five times heading downhill (uphill is rarely a problem). So no need to remove the screw. Pays to loose a few kilos … like 200kg in the case of the R32. Heading down to the infamous 15kph Garie Beach downhill 135 degree bump ridden left hand turn the KW V3 GTI did rub ever so slightly on the top inner screw of the outer fender guard with the suspension loaded mid corner. In the past, the rubbing would occur at least twice for about 1 each time. On this occasion the rub was one half second touch; another advantage of reduced rake. This also evidences that the KW factory preset high speed compression (spring speed; not car speed) ride is still very much biased towards street comfort than hard core race-track stiffness. Stock R32 rubs more than this GTI on the same corner when push to come to shove. Same thing on the elevated speed humps: Fatty’s R32 with the same package (KW V3 and H&R bars) was rubbing the front splitter on the front edge of the speed bump. No such problems with this GTI.

(x) Last but not least, when heading home for the day, it suddenly dawned on me that during the whole 75km drive, the traction control and ESC lights hardly lit up. Much less so than with the previous Eibach ProKit/Koni FSD package. Testament to the added sure footedness and improved grip levels of the KW V3 coilover kit. The threshold was raised with the ProKit/FSD package over your every day garden variety suspended GTI. Now that bar has been lifted. It may well be time for an R32 butt kicking in the real world ride & handling stakes.
 

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WhiteJames

Fun Nazi
Location
Sydney
Car(s)
VW Golf GTI MKV
Sexy ...

Summary

In a nutshell the areas I can see that the previous Eibach ProKit/Koni FSD are likely to be better than the KW V3 are:

• Ride over a series of small pot-holes that are carpeted over with the FSD valve working its magic.
• Adjustability mid-corner due to softer spring & dampers rates making for a more fun drive at times; depsite the feeling of two springs in one.
• Suspension system designed to work well in the mid range of the spring & damper; but taxing around town with too much rebound relative to initial spring rate; and struggling to cope with large hits of compression bumps.
• Value for money.

Everywhere else the KW V3 are superior:

• Ride in town, on freeway and over large bumps or very rough terrain is superior; firm & composed.
• Handling and speed of chassis.
• Braking.
• Level of grip improved further with less electronic traction control intervention.
• Adjustability: Both ride height and dampening of rebound/low speed compression.
• Build quality – Inox chrome steel less prone to rust.
• Noise, vibration and harshness - esp noise which is better than OEM.

The $2750 question:

Would I buy this suspension again knowing what I know now? Absolutely.

Very happy with the end result and the KW V3 have exceeded my high expectations.

Cheers
WJ
 

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WhiteJames

Fun Nazi
Location
Sydney
Car(s)
VW Golf GTI MKV
A big thanks to my neighbour Ray for helping out on the day re: installation.

Hope you all enjoyed this read.

*

On another note:

Paul Muller of Muller & Muller Mechanics, 999 Canterbury Rd, Lakemba - specialists in VW and Audi - run track days at Wakefiled with legend racing car driver Colin Bond offering advice on driving techniques. Colin Bond can even show you how your car should be driven if your up for it; with you as a passenger.

Cheers
WJ
 
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CL455

Ready to race!
Location
Canberra, ACT
nice write up - i have KW v1s in my TDI .... ride is a little rougher only cause can't adjust it unlike the v3s but agree KW's are good all round package
 

WhiteJames

Fun Nazi
Location
Sydney
Car(s)
VW Golf GTI MKV
Before pics with Eibach Prokit / Koni FSD

Before pics when the GTI had Eibach ProKit/Koni FSD.

Discernable change in ride height.

PS: Trying to talk family into buying me a Canon SLR 10 mexa pixel camera for my birthday - just spent 3K on the KW V3 kit.

Cheers
WJ
 

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rsquadGTi

Most Hated Hater...
Location
Toronto
Car(s)
W204 C63/Porsche 911
I love my V3s as well. Best suspension for our cars out there.
 

WhiteJames

Fun Nazi
Location
Sydney
Car(s)
VW Golf GTI MKV
Minimum Ride Height

Front:
Decrease has another -10mm.
Increase has another +15mm.

Rear:
LR - is at very bottom - has another +15mm additional lowering.
RR- is set around half way due to the not so sqaure chassis at rear (or suspension machining) - so another +8mm additional height or lowering.

Prior to purchase: I was worried that the minimum drop would be too much, as in the case of earlier KW V3 kits. Nothing to worry about with the revised KW V3 kit regarding height & road clearance. Looks like the KW V3 is right in saying min lowering at front is 10mm and rear can go to stock height 0mm. Of course you'd come down 5 threads (5mm) to be on the safe side. This kit is not that far off the HPA KW SHS coilover that can be set at stock ride height.

Cheers
WJ
 
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Jester_Fu

My Name is Angela.
Location
Swidneh
Car(s)
Daytona Grey TT RS
Yep, they're good blokes at Muller. They've done all of the work to my R. Tiny recommended them, actually.

Good to hear you're happy with the V3's, WJ. I'm still loving the HPA/KW SHS kit in the R - it's just the right balance. I spent last weekend running down to Canberra to visit a relo in Hospital then up to Newcastle for Aussie day with mates and it's been the most pleasant travelling i have ever had in the R.
 

G-rig

Go Kart Champion
Location
Brisbane
Hi WJ, great assessment and write up of the V3's.

Bit strange that the rear left is higher when both sides are adjusted to the same settings. My right rear side is 2mm higher which i'm not worried about, as the driver sits on the RHS (and 2mm wasn't worth worrying about but glad it wasn't higher on the LHS).

Ps when are you getting a DSLR!
 
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