The £7700 Corvette C6
Discussion
SturdyHSV said:
Ah thanks, I don't venture in there too often. Fishy Dave said:
SturdyHSV said:
Ah thanks, I don't venture in there too often. 10 years ago it was one of the busiest sub sections on PH!
ggdrew said:
I like your thinking to go with bold graphics. I think this one is good on a big red wedge car, with white door roundels:
Thank you, I actually found this image when I was looking for inspiration. It was, for a time a preferred choice, but the company who did such a good job on the car weren't so keen on central stripes, plus I decided the design looked better as a road car livery rather than a car used in competition. I might change my mind in a year or two 
The car looked to perform very well at Knockhill. I thought I recognised it but the stickers threw me, glad to see a readers thread I have followed and then see the actual car 
There were some silly quick cars there, Andy Forrest's Westfield looks completely insane.
I was one of the few spectating (as I always do), the SLS have mixed it up well with racing in between, it makes it quite an action packed weekend now. Spoken to a few who have also done the reverse track and Clarkes corner seems to be the stinker as it cambers away from the corner, it naturally becomes the best spot to watch
I hope you enjoyed it but.. those midges, jesus. I have been going up there over 20yrs now (spectating) but I have NEVER experienced anything like it and I live there!
I was thoroughly impressed when the commentator announced you were driving it back down the road after you laps! Just about everyone else will have been on trailers.
There were some silly quick cars there, Andy Forrest's Westfield looks completely insane.
I was one of the few spectating (as I always do), the SLS have mixed it up well with racing in between, it makes it quite an action packed weekend now. Spoken to a few who have also done the reverse track and Clarkes corner seems to be the stinker as it cambers away from the corner, it naturally becomes the best spot to watch
I hope you enjoyed it but.. those midges, jesus. I have been going up there over 20yrs now (spectating) but I have NEVER experienced anything like it and I live there!
I was thoroughly impressed when the commentator announced you were driving it back down the road after you laps! Just about everyone else will have been on trailers.
Stickers look great Dave 
Glad the mounts/bushes are working out for you and I think I quite like the vent too.
I just passed my 10th Anniversary with my C6, it is now officially the car I have owned the longest of all.
Mind me asking what size you've gone for in the Nankangs? (I suspect I know). Maybe I missed these on my tyre journey 10 months ago but is that 305/30/19 a new addition to the line up?
Glad the mounts/bushes are working out for you and I think I quite like the vent too.
I just passed my 10th Anniversary with my C6, it is now officially the car I have owned the longest of all.
Mind me asking what size you've gone for in the Nankangs? (I suspect I know). Maybe I missed these on my tyre journey 10 months ago but is that 305/30/19 a new addition to the line up?
gregs656 said:
Just catching up, good read. I think the new bonnet vent looks much better - did you notice any change in cooling at your event? I didn't notice a mention of it in the write up.
Sorry for the delay in replying, I've been back up to Knockhill again, this time in my work capacity with the CSCC. I was pleased to have picked up 2 x 1st in class awards from the SLS weekend, for being the fastest road legal car on both days. Really chuffed with that, as it's a heavy old thing in full road trim: I don't remove anything, it still has cd's and carpet mats when competing.
To answer your question, well, yes, I think the new bonnet vent it has improved the efficiency of the cooling, but not the oil temps. I'll know more next time I run the car in warmer conditions (above 20C), but certainly at this event the coolant didn't exceed 211F, the lowest it's ever been on track.
Scooobydont said:
The car looked to perform very well at Knockhill. I thought I recognised it but the stickers threw me, glad to see a readers thread I have followed and then see the actual car
There were some silly quick cars there, Andy Forrest's Westfield looks completely insane.
I was one of the few spectating (as I always do), the SLS have mixed it up well with racing in between, it makes it quite an action packed weekend now. Spoken to a few who have also done the reverse track and Clarkes corner seems to be the stinker as it cambers away from the corner, it naturally becomes the best spot to watch
I hope you enjoyed it but.. those midges, jesus. I have been going up there over 20yrs now (spectating) but I have NEVER experienced anything like it and I live there!
I was thoroughly impressed when the commentator announced you were driving it back down the road after you laps! Just about everyone else will have been on trailers.
Pleased that you recognised the car, even with its new disguise. Weird how the Midges were such a problem that weekend and yet this past weekend I didn't see one! I've just got to hope the car stays reliable for me, as I don't have a trailer in the event it breaks at an event. Gulp!There were some silly quick cars there, Andy Forrest's Westfield looks completely insane.
I was one of the few spectating (as I always do), the SLS have mixed it up well with racing in between, it makes it quite an action packed weekend now. Spoken to a few who have also done the reverse track and Clarkes corner seems to be the stinker as it cambers away from the corner, it naturally becomes the best spot to watch
I hope you enjoyed it but.. those midges, jesus. I have been going up there over 20yrs now (spectating) but I have NEVER experienced anything like it and I live there!
I was thoroughly impressed when the commentator announced you were driving it back down the road after you laps! Just about everyone else will have been on trailers.
Edited by Fishy Dave on Wednesday 7th July 19:14
MrNoisy said:
Stickers look great Dave
Glad the mounts/bushes are working out for you and I think I quite like the vent too.
I just passed my 10th Anniversary with my C6, it is now officially the car I have owned the longest of all.
Mind me asking what size you've gone for in the Nankangs? (I suspect I know). Maybe I missed these on my tyre journey 10 months ago but is that 305/30/19 a new addition to the line up?
If I'm honest I noticed next to no difference with the bushes, it's the engine mounts that are most noticeable still. I've never owned a car for that long, coming on seven years with a Caterham is my record to date, although I genuinely hope to keep my C6 for a decent length of time. You're right, I run a 305/30/19 rear and 265/35/18 front. Both sizes have been available for a few years, but given your recent run of wet trackdays I'm not sure they've the right choice for you! Glad the mounts/bushes are working out for you and I think I quite like the vent too.
I just passed my 10th Anniversary with my C6, it is now officially the car I have owned the longest of all.
Mind me asking what size you've gone for in the Nankangs? (I suspect I know). Maybe I missed these on my tyre journey 10 months ago but is that 305/30/19 a new addition to the line up?
Are you not on 18" all round with your TSW Interlagos?I have a nice C7 vent going spare, if you'd like to chop your bonnet up?
Fishy Dave said:
If I'm honest I noticed next to no difference with the bushes, it's the engine mounts that are most noticeable still. I've never owned a car for that long, coming on seven years with a Caterham is my record to date, although I genuinely hope to keep my C6 for a decent length of time. You're right, I run a 305/30/19 rear and 265/35/18 front. Both sizes have been available for a few years, but given your recent run of wet trackdays I'm not sure they've the right choice for you! Are you not on 18" all round with your TSW Interlagos?
I have a nice C7 vent going spare, if you'd like to chop your bonnet up?
That is very strange as I noticed a massive difference! My originals were so soft it was a very unpleasant experience trying to make even spirited progress on B roads, overtaking was a scary pig wrestling experience so maybe that is why? I agree with a point I think you made earlier though, the additional composure offsets some of the harshness to kind of improve the ride quality? - There may be some man maths going on here.... Are you not on 18" all round with your TSW Interlagos?I have a nice C7 vent going spare, if you'd like to chop your bonnet up?
My wheels are the 18/19 stagger, I did have 18's all around in the States that I bought second hand but the tyres were Z06 size so stood really proud of the arches, I liked the style so much I bought a brand new set with new rubber on the week I shipped it back. Worrying (far too much) about getting through MOT I went for the same rim diameters.
I so wish i'd kept the original wheels as well, I sold them for £100
I'm not quite at the bonnet chopping stage yet but maybe with a bit more tuition from yourself in Nov I might get there sometime lol
MrNoisy said:
That is very strange as I noticed a massive difference! My originals were so soft it was a very unpleasant experience trying to make even spirited progress on B roads, overtaking was a scary pig wrestling experience so maybe that is why? I agree with a point I think you made earlier though, the additional composure offsets some of the harshness to kind of improve the ride quality? - There may be some man maths going on here....
My wheels are the 18/19 stagger, I did have 18's all around in the States that I bought second hand but the tyres were Z06 size so stood really proud of the arches, I liked the style so much I bought a brand new set with new rubber on the week I shipped it back. Worrying (far too much) about getting through MOT I went for the same rim diameters.
I so wish i'd kept the original wheels as well, I sold them for £100
I'm not quite at the bonnet chopping stage yet but maybe with a bit more tuition from yourself in Nov I might get there sometime lol
Maybe my bushes had gone past the squidgy stage and were rock hard instead? What a shame about your other set of wheels, someone got a steal. You probably don't need any tutoring Ritchie, just a little extra confidence/bravery, but I'm happy to help if I can. I'd like you drive my car next time out. My wheels are the 18/19 stagger, I did have 18's all around in the States that I bought second hand but the tyres were Z06 size so stood really proud of the arches, I liked the style so much I bought a brand new set with new rubber on the week I shipped it back. Worrying (far too much) about getting through MOT I went for the same rim diameters.
I so wish i'd kept the original wheels as well, I sold them for £100
I'm not quite at the bonnet chopping stage yet but maybe with a bit more tuition from yourself in Nov I might get there sometime lol
I found that once I reached the point that I was content with the car moving under me without concern then I could start pushing on that extra few percent with less worry of a spin. We've got the September day at Snetterton next
I had mentioned that six months ago I'd bought a new set of KW V3 dampers. Well, at first I wasn't very satisfied, but now I'm impressed, both the product and the service from the company itself. For those with ten minutes to kill I'll describe how KW have now updated their V3 model of damper, making adjustment far easier. I haven’t been paid in any way for this and have no connection to the company; I’m simply a happy customer, blown away by some decent customer service, deserving of a full write up.
Last year I started looking for a good quality, adjustable damper, that wouldn’t cost a fortune and that would work with the monoleaf springs. I wanted adjustables, for compliance and comfort on the road (or a wet track) and then firmer, for sticky tyres on a dry track.
For those who want the shorter read:
I bought and fitted a new set of KW Variant 3 dampers (35261001, for use with leaf springs) in December 2020, from Co-ordSport (superb price and support btw). I was immediately pleased with their performance, but adjusting them was ‘challenging’. I gave KW UK constructive feedback, with photos and video on how I thought they might be improved, but didn't get the response I was hoping for. Removing the shocks each time didn't seem an adequate solution to me?!
So, with a bit of digging I found the email address for Klaus Wohlfarth, the owner/founder in Germany, he listened and responded within hours. I received superb service, with the end result being that they have updated their V3 twin-tube, two way dampers with immediate effect, sending me the first set at no extra charge. They now have considerably easier compression adjustment, with anodised wheels built within the lower section of the stainless steel strut, and pin wheel tools for rebound, on the top of damper body (in place of the previously supplied hex/allen key).
The KW’s suit my needs for a high quality, comfortable road shock that can be stiffened for track use. That they withstand salt and wet weather without corroding badly is a bonus.
Those who want the full story:
For me, part of the charm and history of a Corvette is it’s monoleaf springs. There are a number of well documented reasons why they were chosen over steel coils and plenty of arguments on forums and Facebook as to why some have stuck with them, or have followed the crowd to coilovers. I’m on a tight budget, am happy to keep the leafs, but appreciate that high quality dampers make a world of difference.
Why adjustable?
95% of my driving is on the roads in the UK and across to mainland Europe, for this I want a softer, more compliant ride that can cope with potholes. 5% of my driving is at full speed on trackdays and Time Attack style competition, with yearly laps of the Nurburgring. Non-adjustable dampers are a compromise, they can’t do everything well.
For those who have read the previous 18 pages (!) you'll remember that the car came to me with Bilstein, non-adjustable dampers on base leaf springs.
This was comfortable on the road, but far too soft around most corners and over rises, bottoming out in compressions and diving noticeably when braking hard. I soon upgraded the monoleafs and sway bars to Z51 spec. and the dampers to Z06, this was firmer and more controlled in every way, a good fast road set up. However, the car was still under-damped and various circuits the car would reach the bump stops.
It was time to look for something better. I read as many reviews as possible from those who had upgraded their dampers on C5 and C6 models. I was happy to consider mono or twin tube, single or double adjustable.
Very few people seem to run KW on their Corvette, but over here they're so well regarded, particularly on BMW and Porsche. The V3 damper only kit (35261001) was designed for the C6 back in 2007. Adjusting rebound was a 2.5mm allen key on the top of the damper, whilst compression was near the bottom, using a tool resembling a bent paperclip in a small ‘window’ in the shock body. Users at the time commented that the leaf spring made access to compression difficult, other than that they were happy.
The website still shows the original design: https://www.kwsuspensions.com/kw-sus...-35261001.h...
Set number 1.
I thought “how hard can it be?” and placed an order with Co-ordSport in the UK. They arrived within two weeks, just before Christmas 2020. First impressions were good, with a high quality finish, reassuringly weighty too. The photocopied instructions in two languages were basic, giving recommended settings as a starting point. Fitting was easy enough, the first drive on the road in January showed damping was firmer than the Z06 shocks they replaced, but not harsh and I had plenty of ‘clicks’ to make things softer if I wanted to.
So far so good, let’s try adjusting them. Ah, the reports were correct, adjusting off the car was easy, once fitted however it was a challenge, actually, make that unpleasant! The rear compression was difficult enough on my lift, but doable, the fronts however were almost impossible, with the ends of the leaf springs being right in the way, requiring a frustrating game of trying to poke a small tool into an invisible hole, turning it ¼ and trying again.
The front rebound was more easily accessible being in the engine bay, but using an allen key limited movement to a 1/4 turn at a time, with the drivers side also partially obscured by the coolant tank. The rear rebound was impossible to adjust with the dampers fitted, the trunk (boot) floor in the way! Now, I could have lived with this, but when I have driven and raced BMW’s with KW fitted they have nice anodised wheels integrated in the shock, with little purple tools included that make adjustment at the track the work of mere seconds. Surely the purpose of having adjustable dampers is not just for better control, it’s so they can be quickly altered to suit different road or track conditions?
A bit of digging to find an email address and I sent a polite message, along with photos and a video, first to KW UK and then to the founder/owner Klaus Wohlfarth, showing the difficulties I was having. Within two hours and well after normal office closing time I had a reply from Klaus. He explained that over the last 14 years their product range had expanded massively, with improvements made along the way, but he confessed the Corvette dampers had not yet been updated. He brought a C6 Z06 over from California to Germany, for the R and D team to study, I was unable to establish if it was KW’s own vehicle or one just brought over for this purpose. Less than two months later and having received multiple progress reports it was confirmed that the dampers would be redesigned and updated, impressive.
Set number 2.
Not long after this I received a complete, boxed replacement set, to my door, at no extra charge.
These now came complete with pin wheel tools to replace the allen key (one of which I modified).
Numbered alloy wheels were built into the lower shock body, with helpful +/- showing from both sides. The old shock design is on the left.
Fitting these newer dampers and taking my car for a test drive on factory settings demonstrated that the valving was unchanged from the previous version (a good thing), but this time I could easily reach and feel the compression adjusters with my lowered car on the ground. This now took just seconds to swap from road to track settings.
The pin wheel tool makes for quicker underhood rebound fiddling.
This just leaves the rebound on the rear to talk about. Sadly there is no option but for it to remain on the top of the shock body, an area completely obscured by the mounting in the wheel arch and the Sheet Moulded Composite trunk tub above. As I see it this leaves three choices for the rear rebound, buy something else(!), remove the rear dampers each time the rebound is altered (what KW will understandably recommend), or do as I’ve done, drill a pair of small ½” holes in the rear tub and use a longer allen key to reach.
For some this might be a step too far, but I was happy to drill the holes (measure five times, drill once!), then push a short length of rubber hose down, that sits on the top of the damper. This helps make a seal and guides the allen key ended tool in to place. I don’t see the holes, as the Lloyds trunk mat covers them and no extra sound or water comes through. I modified one of the supplied pin wheel tools, by pulling out the short hex stub and inserting a 3”, cut off allen key to reach.
Writing this now I have covered about 3000 miles since fitting. When I competed at Knockhill a few weeks back I simply went 2 clicks firmer all round, a 5 minute job. I left them alone for the rest of the weekend. Leaving the circuit on the first day to head for fuel and the hotel I could really feel how much stiffer the ride was on the roads with those extra 2 clicks.
Compared to the same event last year I consistently improved my previous best times by over a second in a number of sessions. New tyres helped, bushings maybe a tiny bit, but the dampers certainly gave better chassis control, particularly in compression and heavy braking, with less dive. I am back up there in just over a weeks time, out to claim that elusive class win! I will experiment with more settings this next time.
At some stage I will probably fit a T1 front leaf and Z06 rear to stiffen the spring rates, this may allow me to back off the damper settings, which I’m probably using to over-compensate at the moment. For now I’m happy enough, although more power than stock and bigger brakes would be nice. The bank balance doesn’t allow for this any time soon.
For anyone interested in ordering these in the future the part number (35261001) remains the same as before, but I believe all new orders are now supplied with this new design and tools included. The price remains the same as far as I’m aware of.
In conclusion, I’m really happy with these as a dual purpose road and track damper. Are they the greatest Vette suspension product ever for $2000/£1800 (a significant sum for me)? I have no idea, but they feel good to me. I’ve never experienced service like this before from such a large organisation. I initially emailed from my personal account, so my work reputation had no bearing on that first positive response I received from Klaus.
+ Positives
A high quality product, with world class customer service and motorsport pedigree
Relatively cost effective
Easy adjustment all round (but only if you are prepared to make two small holes in the rear tub)
Stainless steel = no rust
Separate compression and rebound for fine tuning
Lots of scope to run softer settings for road use
Manufactured in Germany (not China)
Coilover version available if preferred
- Negatives
2 extra clicks stiffer rear compression is near the limit of range in this one area
For mostly track use the Clubsport model is firmer, with coil springs being cheaper to replace
Heavier than an alloy bodied shock
Drilling a pair of holes in the rear tub (your choice, not KW’s) isn’t ideal, but ok in my book.
Some more detail in the instructions would be nice, particularly the sharing of factory data from the Nurburgring, or test rigs.
The moral of the story is that sometimes it is worth complaining, but be polite and constructive and you might get lucky with a positive outcome.
Earlier today I took little Austin out, for his first proper drive in the Corvette, on the way to swimming. The car passed the ride test, as he fell asleep within a mile!
Finally, I fitted the windscreen strip, but have already ordered another one (only $17)! The backing papers was so stiff and the 'vette' piece unwilling to curve, so it's a bit wonky. No more stickers planned, that's enough now.
Last year I started looking for a good quality, adjustable damper, that wouldn’t cost a fortune and that would work with the monoleaf springs. I wanted adjustables, for compliance and comfort on the road (or a wet track) and then firmer, for sticky tyres on a dry track.
For those who want the shorter read:
I bought and fitted a new set of KW Variant 3 dampers (35261001, for use with leaf springs) in December 2020, from Co-ordSport (superb price and support btw). I was immediately pleased with their performance, but adjusting them was ‘challenging’. I gave KW UK constructive feedback, with photos and video on how I thought they might be improved, but didn't get the response I was hoping for. Removing the shocks each time didn't seem an adequate solution to me?!
So, with a bit of digging I found the email address for Klaus Wohlfarth, the owner/founder in Germany, he listened and responded within hours. I received superb service, with the end result being that they have updated their V3 twin-tube, two way dampers with immediate effect, sending me the first set at no extra charge. They now have considerably easier compression adjustment, with anodised wheels built within the lower section of the stainless steel strut, and pin wheel tools for rebound, on the top of damper body (in place of the previously supplied hex/allen key).
The KW’s suit my needs for a high quality, comfortable road shock that can be stiffened for track use. That they withstand salt and wet weather without corroding badly is a bonus.
Those who want the full story:
For me, part of the charm and history of a Corvette is it’s monoleaf springs. There are a number of well documented reasons why they were chosen over steel coils and plenty of arguments on forums and Facebook as to why some have stuck with them, or have followed the crowd to coilovers. I’m on a tight budget, am happy to keep the leafs, but appreciate that high quality dampers make a world of difference.
Why adjustable?
95% of my driving is on the roads in the UK and across to mainland Europe, for this I want a softer, more compliant ride that can cope with potholes. 5% of my driving is at full speed on trackdays and Time Attack style competition, with yearly laps of the Nurburgring. Non-adjustable dampers are a compromise, they can’t do everything well.
For those who have read the previous 18 pages (!) you'll remember that the car came to me with Bilstein, non-adjustable dampers on base leaf springs.
This was comfortable on the road, but far too soft around most corners and over rises, bottoming out in compressions and diving noticeably when braking hard. I soon upgraded the monoleafs and sway bars to Z51 spec. and the dampers to Z06, this was firmer and more controlled in every way, a good fast road set up. However, the car was still under-damped and various circuits the car would reach the bump stops.
It was time to look for something better. I read as many reviews as possible from those who had upgraded their dampers on C5 and C6 models. I was happy to consider mono or twin tube, single or double adjustable.
Very few people seem to run KW on their Corvette, but over here they're so well regarded, particularly on BMW and Porsche. The V3 damper only kit (35261001) was designed for the C6 back in 2007. Adjusting rebound was a 2.5mm allen key on the top of the damper, whilst compression was near the bottom, using a tool resembling a bent paperclip in a small ‘window’ in the shock body. Users at the time commented that the leaf spring made access to compression difficult, other than that they were happy.
The website still shows the original design: https://www.kwsuspensions.com/kw-sus...-35261001.h...
Set number 1.
I thought “how hard can it be?” and placed an order with Co-ordSport in the UK. They arrived within two weeks, just before Christmas 2020. First impressions were good, with a high quality finish, reassuringly weighty too. The photocopied instructions in two languages were basic, giving recommended settings as a starting point. Fitting was easy enough, the first drive on the road in January showed damping was firmer than the Z06 shocks they replaced, but not harsh and I had plenty of ‘clicks’ to make things softer if I wanted to.
So far so good, let’s try adjusting them. Ah, the reports were correct, adjusting off the car was easy, once fitted however it was a challenge, actually, make that unpleasant! The rear compression was difficult enough on my lift, but doable, the fronts however were almost impossible, with the ends of the leaf springs being right in the way, requiring a frustrating game of trying to poke a small tool into an invisible hole, turning it ¼ and trying again.
The front rebound was more easily accessible being in the engine bay, but using an allen key limited movement to a 1/4 turn at a time, with the drivers side also partially obscured by the coolant tank. The rear rebound was impossible to adjust with the dampers fitted, the trunk (boot) floor in the way! Now, I could have lived with this, but when I have driven and raced BMW’s with KW fitted they have nice anodised wheels integrated in the shock, with little purple tools included that make adjustment at the track the work of mere seconds. Surely the purpose of having adjustable dampers is not just for better control, it’s so they can be quickly altered to suit different road or track conditions?
A bit of digging to find an email address and I sent a polite message, along with photos and a video, first to KW UK and then to the founder/owner Klaus Wohlfarth, showing the difficulties I was having. Within two hours and well after normal office closing time I had a reply from Klaus. He explained that over the last 14 years their product range had expanded massively, with improvements made along the way, but he confessed the Corvette dampers had not yet been updated. He brought a C6 Z06 over from California to Germany, for the R and D team to study, I was unable to establish if it was KW’s own vehicle or one just brought over for this purpose. Less than two months later and having received multiple progress reports it was confirmed that the dampers would be redesigned and updated, impressive.
Set number 2.
Not long after this I received a complete, boxed replacement set, to my door, at no extra charge.
These now came complete with pin wheel tools to replace the allen key (one of which I modified).
Numbered alloy wheels were built into the lower shock body, with helpful +/- showing from both sides. The old shock design is on the left.
Fitting these newer dampers and taking my car for a test drive on factory settings demonstrated that the valving was unchanged from the previous version (a good thing), but this time I could easily reach and feel the compression adjusters with my lowered car on the ground. This now took just seconds to swap from road to track settings.
The pin wheel tool makes for quicker underhood rebound fiddling.
This just leaves the rebound on the rear to talk about. Sadly there is no option but for it to remain on the top of the shock body, an area completely obscured by the mounting in the wheel arch and the Sheet Moulded Composite trunk tub above. As I see it this leaves three choices for the rear rebound, buy something else(!), remove the rear dampers each time the rebound is altered (what KW will understandably recommend), or do as I’ve done, drill a pair of small ½” holes in the rear tub and use a longer allen key to reach.
For some this might be a step too far, but I was happy to drill the holes (measure five times, drill once!), then push a short length of rubber hose down, that sits on the top of the damper. This helps make a seal and guides the allen key ended tool in to place. I don’t see the holes, as the Lloyds trunk mat covers them and no extra sound or water comes through. I modified one of the supplied pin wheel tools, by pulling out the short hex stub and inserting a 3”, cut off allen key to reach.
Writing this now I have covered about 3000 miles since fitting. When I competed at Knockhill a few weeks back I simply went 2 clicks firmer all round, a 5 minute job. I left them alone for the rest of the weekend. Leaving the circuit on the first day to head for fuel and the hotel I could really feel how much stiffer the ride was on the roads with those extra 2 clicks.
Compared to the same event last year I consistently improved my previous best times by over a second in a number of sessions. New tyres helped, bushings maybe a tiny bit, but the dampers certainly gave better chassis control, particularly in compression and heavy braking, with less dive. I am back up there in just over a weeks time, out to claim that elusive class win! I will experiment with more settings this next time.
At some stage I will probably fit a T1 front leaf and Z06 rear to stiffen the spring rates, this may allow me to back off the damper settings, which I’m probably using to over-compensate at the moment. For now I’m happy enough, although more power than stock and bigger brakes would be nice. The bank balance doesn’t allow for this any time soon.
For anyone interested in ordering these in the future the part number (35261001) remains the same as before, but I believe all new orders are now supplied with this new design and tools included. The price remains the same as far as I’m aware of.
In conclusion, I’m really happy with these as a dual purpose road and track damper. Are they the greatest Vette suspension product ever for $2000/£1800 (a significant sum for me)? I have no idea, but they feel good to me. I’ve never experienced service like this before from such a large organisation. I initially emailed from my personal account, so my work reputation had no bearing on that first positive response I received from Klaus.
+ Positives
A high quality product, with world class customer service and motorsport pedigree
Relatively cost effective
Easy adjustment all round (but only if you are prepared to make two small holes in the rear tub)
Stainless steel = no rust
Separate compression and rebound for fine tuning
Lots of scope to run softer settings for road use
Manufactured in Germany (not China)
Coilover version available if preferred
- Negatives
2 extra clicks stiffer rear compression is near the limit of range in this one area
For mostly track use the Clubsport model is firmer, with coil springs being cheaper to replace
Heavier than an alloy bodied shock
Drilling a pair of holes in the rear tub (your choice, not KW’s) isn’t ideal, but ok in my book.
Some more detail in the instructions would be nice, particularly the sharing of factory data from the Nurburgring, or test rigs.
The moral of the story is that sometimes it is worth complaining, but be polite and constructive and you might get lucky with a positive outcome.
Earlier today I took little Austin out, for his first proper drive in the Corvette, on the way to swimming. The car passed the ride test, as he fell asleep within a mile!
Finally, I fitted the windscreen strip, but have already ordered another one (only $17)! The backing papers was so stiff and the 'vette' piece unwilling to curve, so it's a bit wonky. No more stickers planned, that's enough now.
Edited by Fishy Dave on Friday 16th July 16:04
SturdyHSV said:
That's remarkable service to get a response from the guy in charge, nice
Here's hoping a stiffer rear leaf spring will mean you don't need as many clicks on the rear so you have some more range of adjustability back
Yes, exceptional customer service from Mr KW. Here's hoping a stiffer rear leaf spring will mean you don't need as many clicks on the rear so you have some more range of adjustability back
I'm trying to track down a used pair of T1 or Z06 leaf springs, but probably won't source and fit any until the end of the season.
My car features a couple of times in the second round highlights video, at 3 minutes, 28 seconds and again at 16 minutes in:
I'm all set for rounds 3 and 4 this weekend, fingers crossed the dry weather holds out.
In other news, the brake dust appears to be permanent on the 'Fulldip' bronze vinyl coating which is a shame. I've tried two different wheel cleaners and the dust has baked on hard.
Edited by Fishy Dave on Tuesday 20th July 16:00
Rounds 3 and 4 of Super Lap Scotland: 24th/25th July.
Another double header, driving anti-clockwise on Saturday, 'normal' direction on Sunday. The weather was forecast warm and dry, that suits the Corvette and meant I could get to grips with anti-clockwise properly.
The drive up from Wiltshire on the Friday was awful, with the M6 shut in two places. Thankfully the Corvette is a nice place to be, with decent air con and the exhaust is quiet when I want it to be. Tebay services was one of the few highlights of the slog. The scenery gets better though.
11 hours later I arrived at the B&B, a nice sunset whilst I stiffened the dampers.
I anticipated close times with the K24 Civic Type R again, plus we were joined by an M2 Competition. The BMW was the heaviest of us, but had the most power and torque, with a few choices upgrades.
The day went well, with me topping the times in all four sessions, plus the all important final. Not only that but I was also the fastest road legal car overall, narrowly ahead of the M2 Comp. and a Hayabusa Westfield.
Leaving the circuit I headed for fuel, Shell for Clive, Tesco's for me.
The next stay started with haggis at breakfast, a first for me, not too bad but I'd pass if offered it again.
The BMW M2 driver was going faster in every session, this trend continued throughout the weekend, ultimately beating us in both qualifying and the final on the second day. I set my own PB's on both days, so mustn't grumble.
I'm just in the Championship class lead by 3 points, although taking in to account a dropped score I am second. I drove home happy, but tired that night. Tebay wasn't serving food at 19:45 (what's that about?), so a burger at Killington Lake had to suffice.
I've kept my video brief this time, with one lap from each direction:
There is a nice compilation from the event here, the Corvette makes a brief appearance (it needs to be louder!).
We move on to Croft next month, a place I've only driven a couple of trackday sessions some years back in a Clio. IF it's dry I'm feeling a little confident against the Civic, but that M2 Competition is going to be hard to beat.
Another double header, driving anti-clockwise on Saturday, 'normal' direction on Sunday. The weather was forecast warm and dry, that suits the Corvette and meant I could get to grips with anti-clockwise properly.
The drive up from Wiltshire on the Friday was awful, with the M6 shut in two places. Thankfully the Corvette is a nice place to be, with decent air con and the exhaust is quiet when I want it to be. Tebay services was one of the few highlights of the slog. The scenery gets better though.
11 hours later I arrived at the B&B, a nice sunset whilst I stiffened the dampers.
I anticipated close times with the K24 Civic Type R again, plus we were joined by an M2 Competition. The BMW was the heaviest of us, but had the most power and torque, with a few choices upgrades.
The day went well, with me topping the times in all four sessions, plus the all important final. Not only that but I was also the fastest road legal car overall, narrowly ahead of the M2 Comp. and a Hayabusa Westfield.
Leaving the circuit I headed for fuel, Shell for Clive, Tesco's for me.
The next stay started with haggis at breakfast, a first for me, not too bad but I'd pass if offered it again.
The BMW M2 driver was going faster in every session, this trend continued throughout the weekend, ultimately beating us in both qualifying and the final on the second day. I set my own PB's on both days, so mustn't grumble.
I'm just in the Championship class lead by 3 points, although taking in to account a dropped score I am second. I drove home happy, but tired that night. Tebay wasn't serving food at 19:45 (what's that about?), so a burger at Killington Lake had to suffice.
I've kept my video brief this time, with one lap from each direction:
There is a nice compilation from the event here, the Corvette makes a brief appearance (it needs to be louder!).
We move on to Croft next month, a place I've only driven a couple of trackday sessions some years back in a Clio. IF it's dry I'm feeling a little confident against the Civic, but that M2 Competition is going to be hard to beat.
Edited by Fishy Dave on Thursday 29th July 12:34
Great stuff, love reading your updates
I bet the M2 Comp wouldn't be competitive once it got to the same mileage as Clive
Apologies if covered already, but would a shorter rear gear be a way to boost the car's performance without having to do too much engine stuff?
It'd impact the cruising rpm but 6th is still pretty long so probably only by a few hundred rpm? Certainly it wakes the Monaros up going from the 3.46 to a 3.91 for example.
I bet the M2 Comp wouldn't be competitive once it got to the same mileage as Clive
Apologies if covered already, but would a shorter rear gear be a way to boost the car's performance without having to do too much engine stuff?
It'd impact the cruising rpm but 6th is still pretty long so probably only by a few hundred rpm? Certainly it wakes the Monaros up going from the 3.46 to a 3.91 for example.
Thanks, I'm glad someone does.
You are right about the final drive, but I have already fitted the largest ring and pinion that will fit in the casing (4.10). The ratios used to be crazy long before that; it was an expensive swap but worth it.
In both circuit directions at KH I'm either on the limiter or having to make a quick change up and then straight down again at a couple of places. At other tracks I use 5th gear more often. I'm not ever going to be swapping ratios to suit a track so will live with it.
You are right about the final drive, but I have already fitted the largest ring and pinion that will fit in the casing (4.10). The ratios used to be crazy long before that; it was an expensive swap but worth it.
In both circuit directions at KH I'm either on the limiter or having to make a quick change up and then straight down again at a couple of places. At other tracks I use 5th gear more often. I'm not ever going to be swapping ratios to suit a track so will live with it.
Edited by Fishy Dave on Thursday 29th July 14:13
I love that service from KW. How many £££ worth of advertising has that been worth, simply to respond constructively to an email and to have a process in place to actually triage the feedback and implement it? Great stuff. Other companies should take note rather than treating customer feedback as something to mitigate...
Fishy Dave said:
Thanks, I'm glad someone does.
You are right about the final drive, but I have already fitted the largest ring and pinion that will fit in the casing (4.10). The ratios used to be crazy long before that; it was an expensive swap but worth it.
In both circuit directions at KH I'm either on the limiter or having to make a quick change up and then straight down again at a couple of places. At other tracks I use 5th gear more often. I'm not ever going to be swapping ratios to suit a track so will live with it.
4.10 diff with a V8 is plenty low enough!, sound fine to me from in-car, if fact spins the wheels-up too easily if anything. Looks fun! You are right about the final drive, but I have already fitted the largest ring and pinion that will fit in the casing (4.10). The ratios used to be crazy long before that; it was an expensive swap but worth it.
In both circuit directions at KH I'm either on the limiter or having to make a quick change up and then straight down again at a couple of places. At other tracks I use 5th gear more often. I'm not ever going to be swapping ratios to suit a track so will live with it.
Edited by Fishy Dave on Thursday 29th July 14:13
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