You obviously aren't running a five point harness.

 

i looked through the posts and i couldn't find anything but what happens in 15,000 miles can these be reconditioned here in the states? sorry if i missed something in this thread but i work too much and we have a newborn here so sometimes i miss stuff. thanks. oh yeah i'm very interested in these. my buddy had the topsetup eg at the american touge and he told me from first person knowledge that the vishnu evo's were sick. thanks again.

 

According to Ohlins USA, the new style dampers (introduced in October and then out of stock for most of the spring while the JP manufacturing plant changed) can handle up to 750 lb springs. I can verify that they felt overdamped at 3 clicks out from full stiff (and that was on 571lb fronts).

What else about the valving was changed to improve the response? Personally I like them on the track at 6 clicks out but I would like to see the jounce/rebound settings behave slightly different at soft settings (more rebound damping, less jounce damping). I imagine it would also be helpful to have the adjustment range narrowed to account for the chosen spring rate.

 

Completely rebuildable here in the states, we do it as do several service centers around the country. No worries there

 

it is true that the new Ohlins are better valved than the old ones but they are still far from perfect (we have dynoed both). They now have too much valving in certain areas which cause just as much trouble as too little. They now will ride too harsh and not take bumps as they could plus they will have more understeer due to the excessive damping in certain areas of the curves. As they come all of the High end shocks that we (all) consider to be top quality (Penske, JRZ, ProTrac, Moton and now Ohlins) typically have too much low and high speed damping which promotes the dynamic problems described above.

We have a very carefully evolved the curves on both the rebound and compression side we did not come by it by accident or steal it off some other company we just tested and tested until we were running that fine line between control and harshness the whole way up both curves. To give you an idea of the process it is a combination of track testing and multi-road testing. We started with stock Ohlins Valving and built on it using computer programs then validating it on the different environments then picking out the problems and predicting how to modify the curve to reduce compromise. Then Joe gets the fun job of intuitive thinking combined with trial and error to swap out the shim combos (nearly infinite combinations) to get the curves where we want to test next. Each time he puts a combo together he dynos then and if not right takes them apart re-shims and re-tests (all night long in many cases, Joe is my hero). The next day we head to the track cornerweighted carefully aligned and ready to go. If the track test is successful I will drive the car on the road till we come up with some new things to try (we stare at dyno curves a lot!) and repeat the process. Faster on the track and smoother on the road, never loosing track of either (they are both important).

It's cool to look back and see how much quicker the car is and just how nice the ride is. I often describe the Vishnu Ohlins as saying it's the only way to make you 30k evo feel as expensive as a 100k Porsche GT3. I don't think anyone out there no matter the name can claim to have put as much R&D into the EVO platform as it relates to how we drive our cars and the duality of our cars nature.

It's why we like EVOs right!?! they can do it all

BTW redvolution you are right on the money saying the new Ohlins have too much compression vs. rebound (I just won't tell you exactly how much )

take care,
Paul

 

I just got my 9 MR last night and I have to get used to the new feel of the car. After that I will prob go with these.

 

Wilson, I tried to PM you but you're all full up

 

oh damn, let me clear it up!

 

something i will be looking forward to next season

 

can I see some pictures of the coilovers itself. Vishnu team or any members that have them??

 

lots of members have them (I do as well)...

 

Front:

Rear:
I have a pic but it is without the helper spring, and rear sperical bearing:

 

sorry if this sounds stupid, but what are the helper springs for??

 

Usually to keep tension on the main spring under full droop. Think of it this way. You're railin your favorite on ramp. The left side of the cars suspension is compressed. The right side extends out all the way. Your spring can actually not have tension to where the spring seat can be dislodged. The small tender spring keeps tension against the main spring, yet has hardly no effect on the spring rate when back to level. If you use a longer main spring you can get coil-bind before the shock bottoms out.
I have also seen them used for tuning how the car reacts to bumping the curbing on the inside of a track.

 

I always thought that no question is stupid if you don't know the answer. How else ya gonna learn? Especially when it comes to spending your hard earned cash on such an upgrade.