If you're not following them on social media, Peak Suspension
has been teasing the release of their new ZR2 coilover conversion kit
. From what I've read, it's essentially a conversion kit that installs a threaded body onto the factory Multimatic DSSV shock bodies, allowing for an adjustable spring perch/collar to be installed. This pretty much makes it an adjustable coilover. Supposedly, it's only designed for Eibach ERS springs in the spring rate of your choice, which are included in the kit. So all-in-all, according to the website, the kit allows you to 1) Choose a desired spring rate based on your needs, and 2) adjust to between 0-2.25 inches of lift.
What do you all think of it? Seems like a pretty interesting route to take to gain lift versus the other existing options on the market (leveling spacer, leveling springs). My biggest concern, though, is that I don't see how it addresses the issues that a leveling kit/springs already face.
- Won't the UCA ball joint still be the limiting factor at full droop? From what I've been reading, a 1-1.25" leveling spacer pretty much maxes out the capabilities of the factory UCA, hence why GM recommends their new, soon-to-be released high-angle UCA be paired with their also soon-to-be released leveling kit. I guess the CVs are also a potential limiting factor past 1" also, since they're close to being maxed out too.
- Doesn't this still ultimately affect the "position sensitive" nature of the DSSVs? In order to gain the additional ride height they're advertising, you crank on the spring perch to preload the springs. In conventional shocks, we'd gain some compression travel in exchange for losing some rebound travel when doing this, but that was a simple compromise. Since the DSSVs are esentially internal bypass shocks, won't the added preload shift the shock's piston closer to the rebound zone of the DSSV during normal rebound? Meaning, won't the shock be more likely to ride firmer/rougher since it basically thinks there's more rebound occurring than what actually is while driving down normal roads?
Feel free to correct/answer me, just trying to understand the mechanics behind it all. To me, it seems like it gains some ride height to fit 33's and gives us nice spring rate options for those with added gear up front, but it doesn't really do much for us in terms of actual articulation, and actually may sacrifice ride comfort. Pairing it with a higher articulation UCA, though, would probably address issue #1, and maybe the shift in piston position isn't really a big deal? At the end of the day, I'm just excited that new parts are being developed and released for the ZR2!