Protect this man at all cost!

This guy is a 💎. Great job! I haven’t even watched the video yet and I went from 6 to 12.

These are the best coilover tuning videos ever made!

I'm so grateful for this series please keep it up brother! If yall' got a patreon a few of us would join I'm sure. This is such good content.

I see a new MotoIQ video, I see Mike, I press like. Simple as.

I literally was rewatching part one before work today!

Once upon a time there was a guy on the east coast named Marc Donohue who was educated as an engineer and went on to become a legend in professional racing despite bumbling his way through the technical development aspects by trial and error, lots of hard work, and learning little lessons from elders and colleagues. His memoirs are written in a straightforward way without jargon or formulas. Remind you of anyone? Mike Kojima, this video's presenter, strikes me as the kind of old wolf you'd want to follow if you want to learn the fundamentals, the old ways, and how to run at the front of the pack. We're a lucky audience.

I’ve been doing this for over ten years and I learned a ton!

Thanks for the great info, a very wise methodical technique. Spring rates and roll bars would be an interesting episode, another topic that tends to get the "overbaked" treatment.

Thanks for sharing your knowledge

Love the simple calm explanations! Thanks!

It's so informative. I was listening to what he said carefully every second and couldn't help to notice what happened at 23:10 These videos are treasure! 👏👏👏

you know your stuff man, I love learning new info. Keep up the good work

"The idea is to get the most mechanical grip, while still maintaining control and having good steering responsiveness" 👍🏾

Thank you 😊😎👍you are awesome man.

Kudos to you and Thank you Mike for sharing your knowledge...really enjoy your words of wisdom in motorsports

Learned so much from these videos, amazing content.

incredible thanks for breaking it down so easy for us

Will you cover how to tell when a shock needs replacing or rebuild and dyno testing your shocks?

once again, fantastic info that should be a requirement to join a FB group.

Can we substitute spring and helper spring to a sigle progressive one, specific to the car characteristics? How can the bump stop come to some help in such a case? Can't wait for part 3.

Mr. Mike can you make a video about sway bars front and rear, and the combining this with single adjustment coilovers and dual adjustment coilovers.

Fantastic. No flashing lights, unnecessary music or anything else, just well delivered knowledge. Does everything apply equally for FWD?

The points about platform and soft vs stiff matter most with non aero dominant cars. More damping will increase response to a point but then falls off very quickly so that they car feels like it's driving through deep mud. In my opinion the more stiff = better ideology comes from karting and aero dominant vehicles. Karting because that's where drivers come up and they are used to no suspension. And aero dominant vehicles more damping is required to control the aero balance. I would argue that you want your springs compressing (in that, you want to use all of your travel as often as possible) you get more time to let the valving do its job like you said. Another thing I think that is important to include in these adjustable shock discussions is the mechanism that these adjustments use ie bleed circuits, base valves, etc. That is important because both single and double adjustable shocks tend to cross talk. Such as when you change comp or rebound whatever change you make will affect the other force. Knowing the adjustment mechanism and if the manufacturer provides a damper Dyno curve such as KW you can identify a reasonable starting point. Lastly, shocks are velocity dependent and springs + sways respond to displacement so in a roll the springs and sways are the primary tools to adjust handling. On a reasonably level track the shock is not experiencing largely differing velocities in a turn or series of turns.

Thanks. This is so helpful and easy to understand.

This is a great video! Do you think you could do another video like this but more towards drifting as well as good bank setups?

Woohoo. More please.

I'm so glad I found this channel. I love the delivery of information

Salam all the way from Kuwait. Part 1 was a lot of help for me. I have kings shocks on my 2019 raptor. It was hell out stiff. Going through the guide lines you gave in part 1 allowed me to adjust it to be so much better onroad and most important offroad 🫡

Solid advice!

Awesome knowledgeable content and enjoyed both part 1 and part 2! Any chances to talk about what setup is the best for ride quality?

Thanks for this great in depth information. I will definately be applying it on my next project - WRX. I'm also a fan of KW and one thing that's been on my dream list is the KW HLS, and would love to know how it would affect performance for a street driven track car. My last S15 project suffered at times getting over obstacles, including ramps when getting loaded on a tralier or working on the car. Any chance on including a bit of info on the KW HLS in part 3?

"If some is good, just right is perfect, more is not better, and too much is awful."

Can you guys do a bullet proof b20 motor ?

I just got my first coilovers (kw v3) for my mini jcw, should I keep the original setting from kw manufacture? And what about height? Big thanks 🙏🏻

This is presuming correct spring rates and internal valving has been optimized to the type of usage, in that case, the knobs may be irrelevant or work as stated......then the knobs may have these effects. Tire type and PSI also must be regarded.

Can you break this down for vehicle platforms? The MR platform is underserved.

Hi Mike, does this applies to off road suspension? For example like a full long travel kit that have coil over and a bypass shock? Currently my truck running a old man EMU PB-51 which is a 2-way, I just couldn’t get it right, it feels too stiff especially the rear it hops like crazy if it weren’t loaded, do you have any suggestions that I could possibly run without bottoming the shocks.

Thanks again 😊

What if you have entry level struts/shocks that only have a single adjustment of 30 clicks for both rebound/compression? Start at full soft, moving up 2 clicks, until you find the sweet spot?

I know most of this information is transferrable but I would absolutely love and would pay for a drift specific video explaining both single and double adjustable suspension adjustment tactics and how that relates to driver feel for both casual and competitive drifting!

Now i just need the money to put all this to practice...

What about phasing for keeping the car level at high speed on long undulations? What about the interaction between tire stiffness and shock (and spring) stiffness? Tire stiffness is affected by tire pressure, so making the shocks stiff can cause the car to bounce on the tire. That can be fixed by increasing tire pressure, or using stiffer rim and tire combinations.

Kw and st are basically the same shocks idk about damping but from what I heard kw owns st. And a lot of people use them it's like bilstein.

Curious what the procedure would be for setting your coilovers up if you also have adjustable swaybars. Would you first try and limit the roll with swaybar settings and then dampers? My thinking would be this way as it would demand less from the damping to control the ride. I'm wondering what your thoughts are on this.

And here I am with KYB AGX's only in the front of my Subaru, with the STi stock KYBs in the rear. *sigh*

anyone know what's the blue car behind the grey GTR ?

Mike do you think beefing up a suspension on a regular commuter car would help with keeping it in alignment? I've had 3 alignments done in the last 6 months.

I was once told that if you put your damping to stiff… It actually minimize the effects are looking for from the torsion bar BC taking over and doing their job… According to the comment that was made to me is because the car doesn't roll enough to engage him to keep it all the wheels on the ground for contact … Is that true?

Doesn't magride eliminate pretty much everything that was just said?

Great video! One thing that is a bit confusing to me is when you talk about weight transfer. Namely, you say more compression damping slows down the weight transfer to that axle/corner. As I understand it, weight transfer is a function of tyre forces, weight of the car and centre of gravity vs track/wheelbase. So the same weight transfer will happen regardless of suspension, but dampers induce a time component to it. Increasing the compression resistance slows down the roll/pitch/squat (maybe thats what you meant?) - but it speeds up the weight transfer to the tyres where adjustment was made, as the cars weight acting through COG now has more "resistance" to push against. I.e. if we had a completely rigid suspension (infinite compression damping), there would be no roll/pitch/squat, but the weight transfer would still occur and do so instantly as the weight of the car is directly coupled to the tyres. The resulting loss of grip would thus be not because of the weight doesnt transfer fast enough to that axle/corner, but because it transfers too fast, exceeding the maximal grip tyres can generate (ie why soft suspensions work better in the wet/snow/ice). Another example, with lateral weight transfer - if a (neutrally balanced) car is setting into a curve and we have more compression resistance on the rear axle, the rear outside tyre would see a faster weight transfer than the front outside, meaning that in that instant, the weight would be more evenly distributed between the front pair than the rear pair. Due to the digressive nature of tyre force vs. weight load curve, the front pair with more evenly distributed weight loads would generate higher grip and thus the rear would loose traction first. Sorry for the long winded response, but i would like to hear if my understanding is correct?

What about aftermarket sway bars, they do reduce the body roll and help keep the car or wheels more flat, can you get away with single adjustment coilovers on the rear and double adjustment coilovers on the front in the case there are only aftermarket rear swaybars for a car model in particular

So to reduce the nose diving and shooting towards the moon, increase the bump more on the rear. What if you increase the rebound and bump more on the rear than the front?

Just makes you realise how all of the other videos on YT about suspension setups are garbage.

how do you adjust 2 ways shocks with highspeed bump/rebound and lowspeed bump/rebound? the two ways shocks you're explaining is having rebound and compressions separate.

Got to know how to turn your knob to get the desire to effect. Hehehe

This is the suspension tuning bible.

Hi Mike, I was wondering what you think about penske's regressive valving for track cars. Love your videos

Why Doesn't My Tesla Have An Exhaust Pipe?🤔

Is the base adjustment is not depending the weigh of the car or the corner weight distribution?

You mention starting with compression damping first. When making a couple clicks of adjustment is this done front and back at the same time? Or do the front then dial the back later?

Have you heard about Tein's EDFC product that automatically adjusts your damping force during your ride? What are your thoughts about it?

Is a 2 way shock low speed compression and low speed rebound, or is it hi speed compression low speed rebound?

Hoping somebody can validate my logic with my coilover adjustments I set my ride height and loved the KW suggested settings + one click towards hard on both rebound and compression. It was firm and flat, but not jarring. I then decided to raise my car a tiny bit, and was surprised to feel it get just a bit floaty. My thinking is that as the springs have increased preload, I should click one more hard on rebound to restrict the spring force. I did this, and it felt flatter and less floaty. To get to truly like it was before (in theory), do I need to move the compression one click harder too? Or softer as the springs have more preload I need to soften the compression to compensate?

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💙💚🙏

If I was 12 years old I would giggle sometimes at the timing of the word stiff. But I would never do that.....🤭

Frist

Talk alot. Show more in details.

Thank you 😊😎👍you are awesome man.