Everything about Fat Cat Motorsport Suspension

[Suspension Decoder]

Forgive the ignorance but what is the difference in what your service offers from what Redshift does? Only reason I'm asking is they also use Bilstein Motorsports inserts in existing bodies. I'm guessing you offer more custom suspension tuning to that?

From their site: "The dampers in our RedShift BC Competition Coilovers are very similar to Bilstein dampers."

They use either BC coilovers, which are Taiwanese-made AFAIK, or MCS. I see no mention of these being "Bilstein Motorsports inserts" so that's likely an assumption on your part. Even if it were, the damper tuning, compression, rebound, Ripple Reducer, Kerb Blow-off technology, and detailed consultation process are all part of my method and what distinguishes results from anyone else.

I suggest asking Redshift how low they can get the strut's gas force, and if they incorporate any blow-off or high-frequency filtering technology. I see no evidence of the latter two, and I know from having tested BC and MCS that the 19mm to 22mm shafts produce LARGE rod force, which is BAD for ultimate grip and compliance over surface features.

I've had multiple racers take off MCS 2-way and 3-way and go faster with FCM Elite. Testimonials earlier in this thread. The MCS and BC approach is to use LARGE shafts which unfortunately generate LARGE gas force and gas spring effects. This reduces maximum grip and also stability at the limit.

If people are liking those, then just wait until they experience FCM Elite!

[0-60motorsports]

Thanks for the thread and support, gents. However some information is inaccurate and needs correction. Importantly: my consulting rate is $250 per hour and has been for several years. The $125 he's referring to is for a 30 min consultation, which is required. Additional consulting depends upon the number of specific details we need to cover when designing your Elite suspension.

Also, I am returning to my earlier practices of keeping shock dyno data private. I will no longer transmit it electronically or provide printouts. If you come to FCM headquarters, I can show you your final graphs. That's more than any top chef would do! The proof is in the tasting.

Finally, KBO is NOT like Ohlins DFV. Ohlins DFV does no appreciate 'high speed compression' blow-off. Compare this graph and a earlier FCM Elite KBO vs. an Ohlins DFV. The compression blow-off on the Ohlins is like a digressive, vs. the ACTUALLY flatter blow-off of the KBO!




The 'dual flow valve' is doing NOTHING to reduce high speed slope in any way that appears beneficial, certainly not for actual 'curb absorption.' The Kerb Blow-Off technology I have developed assist in truly reducing the high speed compression force build-up and must also be combined with appropriate reduction of high-speed rebound force to minimize jacking down. This is why it's more than just the 'blow-off' on compression that you need, but also a related 'blow-off' on rebound. So it's more correct to describe this as KBO / UltraD (Ultra Digressive) or what I'm pretty much just calling 'FCM Elite Ultimate.'

More accurately, KBO was inspired through my studies of the Penske's regressive valve (initially used on Formula 1 cars to help soften the vertical upset to the chassis from curb strikes at very high road speeds) when designing my Kerb Blow-Off valve. I have actually developed a regressive version of the KBO which I will eventually put on Christina in combination with other technologies. I began with developing a flat blow-off (which is what KBO gives you) and then continued my research and development into a 'regressive' blow-off, like the Penske regressive valve.

===

FCM Elite Stage 2 is still very well-optimized (it includes Ripple Reducer) and I'm careful to tune the compression and rebound forces to minimize jacking down (excessive rebound) and launching (excessive compression). An FCM Elite Stage 2 build is superior to any product on the market.

For those who want the best of everything, you'll want FCM Elite Stage 3 Ultimate. I can use my full arsenal of technologies and methods that help me optimize the suspension's response at a VERY wide range of road conditions - from lightly rippled roads to medium-sized rollers, to large 'bottom the suspension' kinds of bumps.

I've spent much of the spring and summer refining my methods beyond what I have in Youtube videos - so while the video on KBO does represent some of the behavior I aim for, there's more going on than just KBO.

===

A key point I need to communicate is that I am unlike what you would consider an 'aftermarket suspension vendor.' I create solutions, instead of selling parts. I take your specific, unique needs into account when designing a solution instead of trying to squeeze some off-the-shelf collection of parts into your car. I look at the entire suspension as thoroughly as I can and ensure each key component is considered and changed as required. This can't be overstated! Even using terms like KBO or Ripple Reducer only tells part of the story, as EACH BUILD gets a unique implementation of these technologies! As car weights, spring rates, driver usage, tires / wheels / aero, etc. all differ, how I integrate each technology is different. This is like being taught the basics of a dance step, or a workout routine, and then making your own variations.

The major problem I see with a majority of aftermarket tuners is they make a PART or a KIT and then try to push YOU into their box. I first look at what YOU need, then sculpt and refine the ideas and methods into a final result. This is literally a NEW CREATION for every build!

Their "sell as many parts as we can" approach creates a chaotic experience, and it even sucks for race cars. Ask duracellttu what he thinks of the TC Kline he's partially removed from his car, and what he felt in driving Christina (he was one of a lucky few to get that privilege).

===

Duracellttu is changing from single-adjustable TC Klines and these are two videos I made to show him why his driving experience in Christina was so much more supple and composed than the TC Klines:

E46 M3 TC Kline front dyno tests

E46 M3 TC Kline rear dyno tests

I'll look forward to adding his FCM Elite Stage 3 testimonials to this page, and to the website! Then Ian's later on
===

If you are curious about why there are testimonials like this:

then you can educate yourself on some of the methods I am using. The 3 Keys of Ride Harmony (VIDEO) is fundamental. As duracell points out the importance of Flat Ride being the foundation of every FCM Elite build.

And most importantly, get in touch! Refer to the FatCatMotorsports.com website and words directly from me rather than any forum post for specifics on my current business practices. Each thread that particularly inspires you, I want to hear about when you contact me. As always, big thanks to Ian for creating this new forum.

Cheers,
Shaikh

P.S. I'm going to send duracellttu an email with additional needed corrections. As he's a cool guy and already has a set of H&Rs with me for a Stage 3 build, it's all friendly.

Do you rebuild GC DA shocks? I read somewhere before that FATCAT did them. I would be looking for a normal rebuild of the front shocks. Thanks.

[Sharocks]

Do you have a link to Redshift? The only one I could find is this one that says they only do BC & MCS now?

https://store.redshiftmotorsports.co...gory-s/144.htm

Yea that was very recently. I have 4 friends all with different cars with Redshifts and they all swear by them lol.

[r4dr]

Forgive the ignorance but what is the difference in what your service offers from what Redshift does? Only reason I'm asking is they also use Bilstein Motorsports inserts in existing bodies. I'm guessing you offer more custom suspension tuning to that?

Do you have a link to Redshift? The only one I could find is this one that says they only do BC & MCS now?

https://store.redshiftmotorsports.com/category-s/144.htm

[Sharocks]

Forgive the ignorance but what is the difference in what your service offers from what Redshift does? Only reason I'm asking is they also use Bilstein Motorsports inserts in existing bodies. I'm guessing you offer more custom suspension tuning to that?

[heinzboehmer]

Glad you're local - but schedule an appointment. I'm a wizard, not Wheel Works!

Ha of course. Didn't mean to sound like I would just go knock on your door. I'm nowhere near finished with other projects that will ultimately affect the suspension build (weight, brakes, usage habits, etc), but I'll reach out when I get to truly tackling the suspension on my car.

[Suspension Decoder]

Super interested in the reviews as well. FCM is local too, I should probably go check them out in person.

Glad you're local - but schedule an appointment. I'm a wizard, not Wheel Works!

[Suspension Decoder]

Thanks for the thread and support, gents. However some information is inaccurate and needs correction. Importantly: my consulting rate is $250 per hour and has been for several years. The $125 he's referring to is for a 30 min consultation, which is required. Additional consulting depends upon the number of specific details we need to cover when designing your Elite suspension.

Also, I am returning to my earlier practices of keeping shock dyno data private. I will no longer transmit it electronically or provide printouts. If you come to FCM headquarters, I can show you your final graphs. That's more than any top chef would do! The proof is in the tasting.

Finally, KBO is NOT like Ohlins DFV. Ohlins DFV does no appreciate 'high speed compression' blow-off. Compare this graph and a earlier FCM Elite KBO vs. an Ohlins DFV. The compression blow-off on the Ohlins is like a digressive, vs. the ACTUALLY flatter blow-off of the KBO!




The 'dual flow valve' is doing NOTHING to reduce high speed slope in any way that appears beneficial, certainly not for actual 'curb absorption.' The Kerb Blow-Off technology I have developed assist in truly reducing the high speed compression force build-up and must also be combined with appropriate reduction of high-speed rebound force to minimize jacking down. This is why it's more than just the 'blow-off' on compression that you need, but also a related 'blow-off' on rebound. So it's more correct to describe this as KBO / UltraD (Ultra Digressive) or what I'm pretty much just calling 'FCM Elite Ultimate.'

More accurately, KBO was inspired through my studies of the Penske's regressive valve (initially used on Formula 1 cars to help soften the vertical upset to the chassis from curb strikes at very high road speeds) when designing my Kerb Blow-Off valve. I have actually developed a regressive version of the KBO which I will eventually put on Christina in combination with other technologies. I began with developing a flat blow-off (which is what KBO gives you) and then continued my research and development into a 'regressive' blow-off, like the Penske regressive valve.

===

FCM Elite Stage 2 is still very well-optimized (it includes Ripple Reducer) and I'm careful to tune the compression and rebound forces to minimize jacking down (excessive rebound) and launching (excessive compression). An FCM Elite Stage 2 build is superior to any product on the market.

For those who want the best of everything, you'll want FCM Elite Stage 3 Ultimate. I can use my full arsenal of technologies and methods that help me optimize the suspension's response at a VERY wide range of road conditions - from lightly rippled roads to medium-sized rollers, to large 'bottom the suspension' kinds of bumps.

I've spent much of the spring and summer refining my methods beyond what I have in Youtube videos - so while the video on KBO does represent some of the behavior I aim for, there's more going on than just KBO.

===

A key point I need to communicate is that I am unlike what you would consider an 'aftermarket suspension vendor.' I create solutions, instead of selling parts. I take your specific, unique needs into account when designing a solution instead of trying to squeeze some off-the-shelf collection of parts into your car. I look at the entire suspension as thoroughly as I can and ensure each key component is considered and changed as required. This can't be overstated! Even using terms like KBO or Ripple Reducer only tells part of the story, as EACH BUILD gets a unique implementation of these technologies! As car weights, spring rates, driver usage, tires / wheels / aero, etc. all differ, how I integrate each technology is different. This is like being taught the basics of a dance step, or a workout routine, and then making your own variations.

The major problem I see with a majority of aftermarket tuners is they make a PART or a KIT and then try to push YOU into their box. I first look at what YOU need, then sculpt and refine the ideas and methods into a final result. This is literally a NEW CREATION for every build!

Their "sell as many parts as we can" approach creates a chaotic experience, and it even sucks for race cars. Ask duracellttu what he thinks of the TC Kline he's partially removed from his car, and what he felt in driving Christina (he was one of a lucky few to get that privilege).

===

Duracellttu is changing from single-adjustable TC Klines and these are two videos I made to show him why his driving experience in Christina was so much more supple and composed than the TC Klines:

E46 M3 TC Kline front dyno tests

E46 M3 TC Kline rear dyno tests

I'll look forward to adding his FCM Elite Stage 3 testimonials to this page, and to the website! Then Ian's later on
===

If you are curious about why there are testimonials like this:

then you can educate yourself on some of the methods I am using. The 3 Keys of Ride Harmony (VIDEO) is fundamental. As duracell points out the importance of Flat Ride being the foundation of every FCM Elite build.

And most importantly, get in touch! Refer to the FatCatMotorsports.com website and words directly from me rather than any forum post for specifics on my current business practices. Each thread that particularly inspires you, I want to hear about when you contact me. As always, big thanks to Ian for creating this new forum.

Cheers,
Shaikh

P.S. I'm going to send duracellttu an email with additional needed corrections. As he's a cool guy and already has a set of H&Rs with me for a Stage 3 build, it's all friendly.

[heinzboehmer]

Super interested in the reviews as well. FCM is local too, I should probably go check them out in person.

[r4dr]

I can't wait to hear the reviews on the kits. Subscribed for sure.

[maupineda]

I have Z4M H&R Coils, and the rear perch is the same as the E46 M3 kit, it is 60mm. I also compared the springs from the Z4M kit to the M3 hoping they were the same and no, wire diameter is different.

I need to schedule my consultation call to decide what I want to do with the springs, because based on wire diameter, the Z4M would be more than yours, which means I would need a hell of a stiff spring at the rear, which I don't want as my intent is for a fast road setup. Seems my idea of front stock with rear TCK barrel springs will be it.

[duracellttu]

It’s killing me. I have the shocks on my bench waiting— I just don’t like to do projects to my car in spring/summer/fall, so I don’t miss out on driving time.

Soon 🙄

Trust me, I can totally relate. My car is in the garage on quick jacks with half the suspension torn out. I’m dying to get this installed.

** Added a few notes to the first post about spring length, ride heights, damper warranty, rebuilds, and KBO. **

[Obioban]

It’s killing me. I have the shocks on my bench waiting— I just don’t like to do projects to my car in spring/summer/fall, so I don’t miss out on driving time.

Soon 🙄

[duracellttu]

Excellent summary! I’ll be sending FCM a set of dampers for rework this winter. Pretty excited to experience them for myself!

I ended up going with the Stage 3 Elite kits and hoping to get them in mid-late October. Can’t wait to get them installed. I’ll be reporting back with a review for sure!

[Obioban]

Excellent summary! I’ll be sending FCM a set of dampers for rework this winter. Pretty excited to experience them for myself!