Proprietary Technologies and Innovations Driving Coilover Performance
If you are reading this, you’ve likely moved past the initial excitement of simply wanting to lower your car. You are now deep in the evaluation phase, staring at a price gap that is difficult to justify on the surface. Why does one coilover kit cost $600 while another—seemingly identical in photos—costs $2,500?
The answer isn’t brand hype; it’s physics.
The difference between a jarring ride that skips across pavement and a suspension system that feels "planted" lies in proprietary engineering. At this stage of your journey, you aren't looking for basic functionality. You are looking for sophistication without compromise. You need to understand how specific innovations—like Ohlins’ DFV or KW’s TVR-A technology—translate into tangible benefits like ride comfort, cornering precision, and long-term durability.
This guide decodes the black box of suspension engineering, helping you understand exactly what you’re paying for when you invest in premium coilover technology.
The "Harshness" Myth: Why Valving Physics Matters More Than Spring Rates
The most common misconception in the aftermarket world is that "stiff springs mean a harsh ride." In reality, ride harshness rarely comes from the spring itself—it comes from cheap damping valving.
Budget coilovers often use basic "needle valves" that restrict oil flow linearly. This works fine on smooth inputs (like turning into a corner), but when your tire hits a sharp bump (high-speed compression), the oil cannot flow through the piston fast enough. The damper essentially "locks up," transferring that impact energy directly into the chassis and your spine.
Premium manufacturers solve this with High-Speed Blow-Off Valves. These systems distinguish between a driver’s input (steering) and the road’s input (potholes).
Advanced Damping Valving Systems Explained
When you see terms like DFV or TVR-A, these aren't just marketing acronyms. They are the specific mechanical solutions to the "ride vs. handling" compromise.
Ohlins DFV (Dual Flow Valve)
Ohlins has built its reputation on the Dual Flow Valve (DFV) technology. Standard dampers often struggle with rebound—after the wheel hits a bump and compresses, the damper has to extend (rebound) to push the tire back onto the road. If the oil flows too slowly during rebound, the tire "packs down" and loses contact with the asphalt.
The DFV system opens an extra path for oil to flow during these high-velocity movements. This allows the wheel to resume contact with the road effectively instantly.
- The Technical Advantage: Ohlins typically utilizes a 46mm piston, offering significantly more surface area for damping control compared to the 30-40mm pistons found in budget brands.
- The Driver Benefit: You get "pothole compliance" typically reserved for luxury OEM suspensions, combined with race-level body control. The car settles immediately after a bump rather than oscillating.
KW Suspensions TVR-A and TVC-A
KW takes a different approach with their Twin Valve Rebound - Adjustable (TVR-A) and Twin Valve Compression - Adjustable (TVC-A) technology.
While many coilovers offer a single knob that adjusts "stiffness" (often confusingly affecting both compression and rebound simultaneously), KW’s V3 and Clubsport lines isolate these forces.
- The Engineering: The oil flows through an adjustable conical low-speed valve and a main high-speed valve.
- The Benefit: You can dial in the car’s handling balance (low-speed rebound) to eliminate body roll without ruining how the car absorbs highway expansion joints (high-speed compression). With up to 192 distinct adjustment positions, this is for the driver who wants total control over the chassis dynamics.
The "Clunk" Factor: Troubleshooting Noise Through Engineering
A major anxiety for buyers is the dreaded "coilover clunk." Many enthusiasts install a kit only to find their car making popping noises during low-speed turns. This is rarely an installation error—it is often a lack of engineering in the top mount assembly.
Budget kits often use metal-on-metal spherical bearings that transmit noise or rubber bushings that bind as the strut rotates. Premium manufacturers utilize Radial Bearings (often Torrington bearings) or high-quality composite top mounts. These allow the spring to rotate independently of the perch, preventing the "binding" tension that releases with a loud POP when you turn the steering wheel.
Materials Science in Coilover Construction
If you live in a region that sees winter road salt (the "Salt Belt"), the material construction of your coilover body is arguably more important than the valving inside it. A seized locking collar means your adjustable suspension is no longer adjustable.
Galvanized Steel vs. Inox-Line Stainless
Many mid-range manufacturers use galvanized steel. While this looks shiny out of the box, the zinc coating is a sacrificial layer. Once road debris chips that coating—or salt eats through it—oxidation begins. Within one or two winters, the steel threads can rust to the aluminum adjustment collars.
KW Suspensions revolutionized this with their Inox-line technology. They manufacture strut bodies from solid stainless steel, not coated mild steel.
- The Evidence: In ISO 9227 salt spray testing, Inox-line bodies showed zero oxidation after hundreds of hours of exposure, whereas galvanized competitors showed significant corrosion.
- The Solution: For budget kits, users often resort to slathering threads in copper anti-seize or Boeshield T-9. For premium stainless kits, the material itself is the protection.
Additionally, pay attention to the spring perch material. KW uses a polyamide composite intermediate ring between the metal spring perch and the strut body. This prevents the oxidation bonding that occurs when aluminum touches steel (galvanic corrosion), ensuring the perch spins freely years down the line.
Remote Reservoir vs. Integrated Designs
As you move up the product ladder into "Club Sport" or track-focused territory, you will encounter remote reservoirs. It is crucial to evaluate if you actually need this technology.
A remote reservoir moves the oil and gas chamber to an external canister (piggyback or hose-mounted).
- Fluid Capacity: It increases the volume of oil in the system. More oil takes longer to overheat.
- Heat Dissipation: It separates the gas charge from the hot working piston.
- Stroke Length: It allows for a full stroke of travel because the floating piston isn't taking up space inside the main shock body.
The Verdict: If you are building a daily driver or a canyon carver, a well-engineered integrated monotube (like the Ohlins Road & Track) is often superior because it is easier to install and maintain. Remote reservoirs are a necessity for track durability where 20-minute sessions generate immense heat that would cause standard oil to cavitate (foam), leading to "brake fade" for your suspension.
Innovative Spring Technologies
Finally, we cannot overlook the coil itself. High-end manufacturers use high-tensile chrome-silicon alloys that allow for fewer winding coils to achieve the same spring rate.
- Weight Reduction: This results in a significant reduction in unsprung weight—often 15-20 lbs per corner compared to OEM struts when combined with aluminum top mounts.
- Travel: Fewer coils mean more room for the suspension to compress before "binding" (where the coils touch each other), maximizing the usable stroke of the damper.
The Final Decision
Choosing a coilover system is an exercise in honesty about how you use your car.
- The Purist: If you want a "set it and forget it" solution that uses race-bred technology to perfect the daily drive, Ohlins with DFV technology is the industry benchmark for compliance.
- The Engineer: If you enjoy the process of tuning specific behaviors (independent compression/rebound) and live in a harsh climate, KW Suspensions offers the most robust material science and adjustability.
- The Enthusiast: If you need a balance of performance and budget, brands like BC Racing or Fortune Auto offer incredible value, often utilizing trickle-down technology from these top-tier innovations.
When you are ready to stop researching and start driving, we are here to help you configure the exact setup for your chassis.
Frequently Asked Questions
Is the "3x price premium" for Ohlins or KW really worth it for a daily driver?
If you plan to keep the car for more than 2 years, yes. The value comes from two places: Ride Quality (the DFV/TVR-A valving removes the "bouncy" feel of cheap kits) and Longevity (Stainless steel bodies and quality seals mean you aren't buying a replacement kit in 18 months).
Will a performance coilover make my car ride rougher?
It will feel "firmer," but it shouldn't be "harsh." There is a difference. A good coilover communicates the road texture without crashing over bumps. If a coilover crashes over bumps, it is usually a sign of poor high-speed compression valving, not stiffness.
What is the difference between Linear and Progressive springs?
Most track-focused coilovers use Linear springs (the resistance is constant regardless of compression), which provides predictable handling at the limit. Street-comfort kits (like KW V1/V2/V3) often use Progressive springs, which are soft at the top of the travel to absorb small bumps but get stiffer as you compress them, reducing body roll in corners.