Pics & Review of My Bilstein PSS10 Lowered Red Turbo by cannga

4 minute(s) of a 612 minute read

I had Pirelli Corsa for 1 year and recently changed to Michelin Pilot Super Sport for the rainy season. By spring I plan to get another set of R comps, this time most likely Michelin Cup, non N rated  and please don't make me explain LOL. There is no reason for the switch other than I want to learn the difference and I want to try different things for the fun of it. I *loved* the Corsa. FWIW rumor, pure rumor, is that the Michelin Cup is a little stiffer than Corsa, and not as sticky in the rain. It is also cheaper.

Toyo Roxes R888 is another candidate - but I have some concern about possible louder road noise (rumor again - no flame pls, from reading post here and there), plus the weight is higher. Keep in mind that all of these R comps get unusually louder and stiffer towards the end of their life cycle. In other words, very uncomfortable.

If you've never had R comps before, get ready to be amazed. Check out this thread also: http://www.6speedonline.com/forums/9...stiffness.html

Thanks for the nice comments guys.

10-15-2011

Following are some technical data of Bilstein PSS9; NOT for everyone and only try to read this if you are sort of nutty . I am re-posting here because it's very rare that you see complete data like this.

I highlighted in red numbers that are interesting: the max allowable increase in spring rate (around 100-150) before one should re-valve the shock, and range of dampening forces when you change the Bilstein setting from full soft to full stiff.

Note that these are numbers for different cars, NOT our 997 Turbo. For one, the starting spring rates of 997 Turbo Bilstein are higher, 336 front/ 560 rear.

FWIW, I am currently running mine at 448 front/ 5600 rear, using 70mm ID, 6 inch springs from http://www.swiftsprings.net/file/metric.pdf, and I absolutely love it. The stiffer front spring rates help a lot with making steering firmer and more precise, with no significant increase in understeer. In the 997 Turbo, stock steering is too soft/mushy (over assisted); this is among my biggest criticism of the Turbo so this change as a result of stiffer springs is very welcome. 

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PSS9 and PSS10 - spring rates & valving figures from Bilstein

SPRING RATES:

8848/8877/D536:

f: 260 lbs/in main, 145 lbs/in tender -- r :515 lbs/in main, 145 lbs/in tender

Initial combined rates w/o static sag:

f: 93 lbs/in -- r: 113 lbs/in

Final rates before main coils close:

f: 260 lbs/in -- r: 515 lbs/in

VALVING: (max force)

8848 (PSS9):

9 = soft/adjuster open, 1 == hard/adjuster closed

Rebound (in N):

f: 9=1465, 1=2050 -- r: 9=2150, 1=2820 

Compression (in N):

f: 9=935, 1/1=1410 -- r: 9=1310, 1=1530 

-- Max Spring Rates supported w/o revalving:

f: 350 lbs/in main -- r: 650 lbs/in main (6.3kg/mm -- 11.6kg/mm)

8877 (PSS9):

9 = soft/adjuster open, 1 == hard/adjuster closed

Rebound (in N):

f: 9=1700, 1=2775 -- r: 9=2270, 1=3060

Compression (in N):

f: 9=1050, 1=1695 -- r: 9=1420, 1=1800

-- Max Spring Rates supported w/o revalving:

f: 375 lbs/in main -- r: 700 lbs/in main (6.7kg/mm -- 12.5kg/mm)

D536 (PSS10):

1 = soft/adjuster open, 10 == hard/adjuster closed

Rebound (in N):

f: 1=1700, 10=2775 -- r: 1=2270, 10=3060

Compression (in N):

f: 1=1050, 10=1695 -- r: 1=1420, 10=1800

-- Max Spring Rates supported w/o revalving:

f: 375 lbs/in main -- r: 700 lbs/in main (6.7kg/mm -- 12.5kg/mm)

Bilstein will revalve each strut for $125.

It would be interesting to compare valving data and spring rates for other shock models too, if anyone has that data.

Instructions:

gm5-8848_C4 Manual

gm5-8877_Turbo Manual