TC Kline Rear Spring Question

[S54330Ci]

Everyone goes with MCS and I like to be different.

Maybe the reason everyone runs MCS is because they are the best. Being different for difference sake is not going to make your car faster or handle better. Really kind of a stupid metric to base an important decision such as damper choice on. MCS is by far a superior damper to anything TC Kline can come up with and the best damper for those who track their car. Their damper technology is superior to anything else out there. I should know as I run their 2WNR (coil over rear) on my 330Ci track car.

[usdmej]

MCS is by far a superior damper to anything TC Kline can come up with and the best damper for those who track their car.

it should be important to note most people will not see or realize any gains on the street running a race damper over a more street oriented damper.

usage case scenario is more important here. OP should probably state what type of driving and how much of it they plan on doing

[S54330Ci]

it should be important to note most people will not see or realize any gains on the street running a race damper over a more street oriented damper.

usage case scenario is more important here. OP should probably state what type of driving and how much of it they plan on doing

My post wasn't really directed at the OP, but rather someone else's response within this thread. I agree with you that MCS would be huge over-kill for street driving and / or cars and coffee runs.

I am curious why the OP thinks he needs 700lb springs in the rear. Way too much spring for casual street driving not to mention what the ride quality would be like. What he probably needs to do is increase the rebound settings, and possibly a small bump up on the compression setting on his rear dampers. This will firm up the rear without compromising the ride quality.

[bigjae46]

Maybe the reason everyone runs MCS is because they are the best. Being different for difference sake is not going to make your car faster or handle better. Really kind of a stupid metric to base an important decision such as damper choice on. MCS is by far a superior damper to anything TC Kline can come up with and the best damper for those who track their car. Their damper technology is superior to anything else out there. I should know as I run their 2WNR (coil over rear) on my 330Ci track car.

Did I say anything about MCS not being better? Geez...lay off the prozac bud.

[cobra]

Maybe the reason everyone runs MCS is because they are the best. Being different for difference sake is not going to make your car faster or handle better. Really kind of a stupid metric to base an important decision such as damper choice on. MCS is by far a superior damper to anything TC Kline can come up with and the best damper for those who track their car. Their damper technology is superior to anything else out there. I should know as I run their 2WNR (coil over rear) on my 330Ci track car.

What kind of damper technology does the MCS have that makes them superior? It looks like a pretty standard monotube shock to me, except they have a convenient compression/rebound adjuster through the shaft.

[S54330Ci]

What kind of damper technology does the MCS have that makes them superior? It looks like a pretty standard monotube shock to me, except they have a convenient compression/rebound adjuster through the shaft.

This link will explain it better than I can. The blow-off valves are the most significant tech piece as it allows the damper to keep the tire on the road under high-speed compression strikes (i.e. FIA curbs). I don't believe any other manufacturer has this. The dampers with the remote canisters take the performance further as the canisters increase fluid capacity (heat dissipation), allow for adjustable nitrogen pressures (effectively impacting spring rates) and fine-tuning roll control. It is really a combination of features that make these dampers unique from everything else.

Dampers Buyers Guide | Motion Control Suspension | Motorsport & Premium Dampers

Certainly these dampers are not for everyone, but if you are serious about building a high-end track car (or race car) then these are the dampers to get.

[elbert]

A 50-80mph turn is where my car or I am weakest. Which is apparent when I run track near DFW which mostly have those mid speed, trail brake turns. My theory is the car is kinda lazy from the extra compliance which is hurting and the aero hasn't really ramped up with the speed...or it could be the driver. I need some more time to really decide that. But the car feels significantly more planted and responsive turning in at 120mph than it does at 75mph.

Its all about trade offs. With higher spring rates and aero you lose some mechanical grip so you lose some speed in low speed turns and exit speed. That will help you at one track and could hurt you at another. I could run stiffer springs at the DFW tracks (smoother, mid-speed turns) but then I think it would be less optimal at my home track in Houston (bumpy, low and high speed turns).

Is the car "lazy" at initial turn in or mid corner (or both), and what is your antiroll bar setup?
If you're hardcore, maybe switch springs between events.

[bigjae46]

Is the car "lazy" at initial turn in or mid corner (or both), and what is your antiroll bar setup?
If you're hardcore, maybe switch springs between events.

Lazy mid turn but it could be driving vs setup. I am 90% sure that a spring rate change will improve that. I always want to see if I can drive around it vs change settings. In some cases, I can solve the issue I f I just drive the corner a little differently.

In this case I think a slightly later turn in will help but only so much. If I could just change the rear springs, too easy. Changing the front springs is more of a pain - removal, installation, ride height adjustment, toe and camber changes...all more of a pain on the front axle.

I have an OE front roll bar and no rear roll bar.

[elbert]

If I could just change the rear springs, too easy. Changing the front springs is more of a pain - removal, installation, ride height adjustment, toe and camber changes...all more of a pain on the front axle.

Well, the obvious solution is to get a second set of struts and camber plates for the stiffer springs -- that way you can do a quick swap as a pre-assembled unit (j/k 😜)

[bigjae46]

Well, the obvious solution is to get a second set of struts and camber plates for the stiffer springs -- that way you can do a quick swap as a pre-assembled unit (j/k 😜)

Makes total sense

[OldRanger]

I have TCK DAs on my car. I recently dialed in the car a bit and the rear seems a bit soft. I am running 500# springs in the back. I am considering 700#.

The car is mainly used for weekend / cars and coffee duty. Am I going to ruin the ride?

02_lsb: I have had the 700# TCK springs on for some street time and track time over the past week. I have Ohlins R&T with the 400# springs up front.

I think it’s more spring than you need for cars and coffee, but it seems spot on for track duty on a car still driven to/from the track.