For each vehicle class and for every operational use, KW offers the optimal adjusted suspension, from comfortable, to sporty or performance-oriented. This demanding objective can only be achieved with the innovative, patented KW technology with an individually adjustable rebound- and compression damping. For this reason, we base our damping developments on double-pipe technology.
With our 2-way pressure valve technology two, basically incompatible characteristics - dynamics & driving comfort - can be uniquely combined.
Our Variant 3 allows adjusting the rebound damping forces completely separately from the compression adjustment. This allows optimising the vehicle connection to the road if required.
The determining factor for the overall adjustment is the fact that the compression- and rebound forces have no relation to each other - in other words: an alteration of the compression damping does not necessarily also involve an alteration of the rebound damping.
KW technology in detail
Rebound adjustment included in the piston rod for protection of the valve technology
Piston rod steering- and sealing kit
Valve technology traction stage
Valve technology compression stage
Piston rod steering- and sealing kit
Our modular sealing system surpasses the usual OEM standards. It can be easily opened due to its aluminium bolting and therefore allows a later, custom-made adjustment of the valve technology or the deviation ratio.
Bolting made of high-strength aluminium
Self-greasing NBR seal
Clamp-/sliding sleeve
O-ring made of temperature-resistant viton
Guide bushing with ventilation holes
Especially coated DU sliding bushing
Rebound pods
Valve technology traction stage
Oil flow during “hard” rebound stroke
Bypass duct in the traction stage adjustment is closed
Declining increase of the characteristic line and the
maximally possible traction damping is achieved
The damping is carried out by the setup-specific
preset spring valve at the piston
Result:
A sporty and tense adjustment of the traction stage prevents rolling and pitching while braking and accelerating.
Oil flow during “soft” rebound stroke
Bypass duct in the traction stage adjustment is closed
Progressive increase of the characteristic line and the
minimally possible traction damping is achieved
The bypass oil amount (black arrow) is not available anymore for
the spring valve at the piston and the damping forces are therefore reduced.
Result:
A lower rebound damping improves the driving comfort.
Valve technology compression stage
Oil flow during closed bump stroke in the compression valve
Spring-loaded bypass valve of the compression damping in a closed state before the compression stage is activated.
Position of the bypass valve with increasing piston rod velocity
During slow piston rod velocities (black arrows),
the oil flows over the bypass valve
The maximum compression damping (white arrows),
is carried out by the spring-loaded piston valve
the closed compression stage creates a progressive
characteristic line of compression damping
Result:
A sporty and tense adjustment of the compression stage prevents the vehicle from rolling in curves.
Oil flow during open bump stroke in the compression valve
Spring-loaded bypass valve of the compression damping in an opened state before the compression stage is activated
Position of the bypass valve with increasing piston rod velocity
During slow piston rod velocities (black arrows),
the oil flows over the bypass valve
The maximum compression damping (white arrows),
is carried out by the spring-loaded piston valve
By the opened bypass valve, a declining characteristic line
of the compression damping in the low-speed range is achieved
Result:
The(safety-relevant) support of the vehicle in the high-speed range of the damping is not influenced during an opened or closed compression stage and is therefore always ensured.
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