Re: Bilstein PSS10 Damptronics: A Must For The Tur
Quote:
cannga said:
One note regarding the Bilstein PSS10 2 levels of PASM settings as controlled by the cockpit button. A brief "review" first for those who don't already know (as always, experts please correct me if I am wrong): the coil-over has 2 main components, the spring, and the shock absorber, aka dampener. When you push that PASM button, it is the shock absorber that is being changed, NOT the spring. PASM actuates an internal valve in the shock absorber and causes the dampening rate to change as required (high or low).
With the stock dampener/shock absorber, the change induced by PASM is extreme. Normal is way too soft (causing car to lean, squat, and dive too much, like a Lexus), and Firm is way too hard, causing a very jittery/nervous ride character and some "bad" thingssuch as tires going airborne when one hits mid corner road bumps at high speed.
In comparison, the Bilstein's 2 levels of dampening rates are closer to each other. Close enough, compared to the bigger change of the stock system, that some first-time users wonder if there is any difference when one pushes the PASM button! In my case, when I first installed the system, I had to deliberately ran over bumps and listen for the noise to make sure that there is a difference. (Now that I've had it for a few months, I could recognize the difference a little better.)
On a scale of 1 to 10 for firmness, if Stock Normal is 1, and Stock Firm is 10, then I would say that Bilstein Normal is about 6-7, and Bilstein Firm about 8-9. But please remember the numerical evaluation doesn't even begin to describe how much better the Bilstein feels in managing road bumps, versus Stock FIRM. This difference is night and day in favor of the Bilstein. There is an explanation for this: By using much stiffer spring rate, Bilstein could afford to be conservative with the *dampening* rate. By using such soft spring rate, Porsche stock system has to "go nuts" with its dampening rate in the Firm setting, making it so high and hard (to compensate for the soft spring) that the car practically has no shock absorption ability left to use.
Can, I would agree with your statement regarding the differences between normal/sport.
I recently replaced my Techart springs for the PSS10's and it was interesting to note how different the two setups are with regards to the sport/normal button.
there is much more difference between normal/sport with the springs. As Can said, the difference with the PSS10's is almost indistinguisable - although I only have a few days on my car, so i'm sure I'll learn to feel the nuances between both settings.
. Once unleashed with a simple coilover change and sway bar, the Turbo now feels as aggressive, fun, and agile as any of those fantastic cars, with unmatched road and chassis feedback. That the Turbo could be driven as a daily driver is icing on the cake and makes it in my book, **INCOMPARABLE** ! 
. I am officially done with suspension mod because I now know I am in the sweet spot.
, I hesitate to change anything! At my level of driving (amateur, street, no track), I don't feel any more suspension weakness that needs addressing.
I've read your mini-review and am concerned about the increase in stiffness that you reported. I wouldn't want the car to be any stiffer than it is now. Now that you have some data about my use of the car, would you still recommend that I give the upgraded rear toe link a try?
!
c
, and some adjustments of the settings. The first 3 steps are simple, easy, and already will have transformed your car. A (modified) reprint of my plan below; it is by no means definitive, just a starting point to be adjusted to your need. For example, someone who tracks the car would likely want to travel further down this path of happiness -- see what Chris and GT do.
