Features
- Set of 4 coilovers that achieve the best balance between sport handling, comfort, and safety
- Damper settings have been optimally pre-set by KW Engineers and are not adjustable
- Shock absorbers are a twin-tube dampening design formed of an inner tubular element within an outer tubular element
- Springs are constructed with a multi-level tempering process (annealing, shot blasting, jigging, UV-test, phosphate coating, EPS coating) for optimal durability and minimized jigging characteristics
- Composite polyamide spring plates and ring nuts are light weight, corrosion-free, and effectively dampen vibrations and road noise
- Corrosion-resistant zinc-plated steel strut casing features dirt-resistant threads to ensure easy adjustment in all climates and dust levels
- Features a high-quality elastomer synthetic compression buffer/additional spring with integrated dust cap that protects against grit and the elements
- 100% street legal and German TUV approved
- Limited lifetime manufacturer warranty
Product Details
V4 Inox-Line Coilover Lowering Kit by KW Suspensions®. With the KW coilovers Variant 4, KW combining leading racing technology with a clear plus in everyday practicality for top-class super sports cars, sports cars and performance sedans. This allows an independent adjustment of the rebound damping as well as the low-speed and high-speed compression damping. KW provides the Variant 4 with a vehicle-specific comfort setting and the adjustable dampers can be set intuitively with the integrated adjustment wheel at the damper quickly to a performance setup, if required.
Developed exclusively for super sports cars. The KW coilover kit Variant 4 is manufactured depending on the vehicle-specific requirements in versions for McPherson suspension struts, spring struts for double cross-link or multi-link axles as well as push-rod wheel suspensions made of aluminum or stainless steel. The KW coilover kit Variant 4 is manufactured depending on the vehicle-specific requirements in versions for McPherson suspension struts, spring struts for double cross-link or multi-link axles as well as push-rod wheel suspensions made of aluminum or stainless steel. The Variant 4 is developed exclusively for super sports cars, sports cars and performance sedans and is already available for vehicles such as the Audi R8 (42), Audi RS6 (C7), BMW M5 (F10), Lamborghini Aventador LP 750-4 SV or Dodge Charger SRT Hellcat. With 16 exact clicks, the rebound adjustment wheel allows to adjust the rebound damping forces for a tighter handling or more comfort. For an even more individual driving behavior, the 3-way high-performance dampers can be adjusted independently of the rebound, also in the low-speed and high-speed compression damping, separately at the reservoir with six clicks in low-speed compression and 14 clicks in high-speed compression damping.
Review in the press. The engineers at BMW’s M division focused their attentions on the chassis and weight reduction. The Stock springs and dampers have therefore been replaced by three-way adjustable coilovers, with 16 clicks for rebound, 14 clicks in high speed compression and six in low speed compression. On top of that there’s a 15mm window of adjustment for the ride height. … KW first tried the GTS at Catalunya circuit, Spain, in BMW’s recommended track setting before driving it in the UK in the road setup. On circuit the M4 GTS is every bit as focused and uncompromising as you’d hope it to be. Whereas the standard car can feel quite short of body control, particularly at the rear axle, the GTS corners flatly and feels superbly locked down with none of the unsettling vertical motions that characterized the base model. Its front axle responds instantaneously to steering inputs – incidentally the steering feels much more direct and communicative here than it does in the standard car – and it holds a line with real resilience and barely a trace of understeer. With more power and torque to distribute the rear axle is still easily overwhelmed, but, on track at least, the car is actually very fluid and languid in the way it moves from neutrality into oversteer – rather than being spikey and difficult to control. … the chassis upgrades give the GTS much of the precision and immediacy of a competition car. It feels a world apart from the standard M4. On the road you need to tread carefully around the Cup 2 tyres when they haven’t got heat in them but it is a truly thrilling machine. The road settings for the suspension don’t turn the GTS into a cosseting cruiser, but they soften things sufficiently to let it cope well with B-road bumps and although you’ll still find it distracted by cambers, you’re not left fighting the car. Perhaps more remarkably, it’s sufficiently habitable that you wouldn’t mind doing a decent motorway journey to reach a trackday, even if it was as far away as the Nurburgring. Suspension is by KW Automotive and is manually adjustable through 15mm for ride height and myriad settings of high- and low-speed bump and rebound damping. The forged aluminium control arms are shared with the standard M4, but there are new rigid mountings and ball joints throughout the suspension and steering systems. BMW’s standard tyres is a Michelin Pilot Sport Cup 2 of 285 section on the driven rear axle. It only took seven laps of the Circuit de Catalunya to establish that this is a very special car. Not quite compelling enough to trade in your GT3 RS for, perhaps, but almost that good, in all sorts of ways: grip level, cornering balance, adjustability, handling precision, control feedback and ultimate driver reward. It’s very close to the Porsche for out-and-out lapping pace, too, and from where the current M4 started out, that’s quite some achievement.
