Space King
New member
Just let it go man. At this rate, this time next week you'll be explaining to us the difference between tq and hp, or how VTEC works...
KDSS question
- Thread starter vicar
- Start date
Just let it go man. At this rate, this time next week you'll be explaining to us the difference between tq and hp, or how VTEC works...
How does VTEC work?
P.S. This question is asked in jest. I know how it works, and don't need it explained.
how about the initiator of this thread performs a test and posts the results back. the test is to go around the same two corners at a bit higher speed if possible to do so safely (say more than the acclaimed 12mph) and see if the body roll he experiences is less or not there at all. what i have gathered so far from the posts is that the low speed cornering with KDSS gives a different experience than higher speed cornering in a KDSS equipped 4R. the low speed comparatively has more body roll (some folks are calling this 'KDSS is designed to add body roll ... but its just a matter of explaining !!!?)
DigitalVex
Member
We don't really need the initiator of this thread to perform the test. I have a KDSS equipped 4Runner.
At lower speeds, the body rolls more on the suspension. This is because the anti-sway bars are not actively adding pressure (read: opposite side force) to the opposite side wheel. Like what others have said, it sort of feels like not having sway bars at lower speed.
Opposite to this, because the KDSS anti-sway bars are thicker than standard bars, body roll and sway is more controlled at higher speeds. Some people have said the handling of KDSS vehicles at higher speeds is noticeably different than standard anti-sway bar 4Runners.
I noticed a difference on test drives.
The one area I actually do not like KDSS is between 15-30 MPH. Because of the added stiffness of the anti-sway bars, it seems to "bounce" and "jounce" more when going over crappy roads. Basically, a harsher ride in the cab.
I think it would be pretty cool (as jetboy alluded to above) if you could "dial-in" the pressure in the system, effectively softening up the anti-sway feedback manually. Basically letting a user choose a Firm, Soft, Super-soft, or Off version of KDSS.
Something along those lines, at least.
At lower speeds, the body rolls more on the suspension. This is because the anti-sway bars are not actively adding pressure (read: opposite side force) to the opposite side wheel. Like what others have said, it sort of feels like not having sway bars at lower speed.
Opposite to this, because the KDSS anti-sway bars are thicker than standard bars, body roll and sway is more controlled at higher speeds. Some people have said the handling of KDSS vehicles at higher speeds is noticeably different than standard anti-sway bar 4Runners.
I noticed a difference on test drives.
The one area I actually do not like KDSS is between 15-30 MPH. Because of the added stiffness of the anti-sway bars, it seems to "bounce" and "jounce" more when going over crappy roads. Basically, a harsher ride in the cab.
I think it would be pretty cool (as jetboy alluded to above) if you could "dial-in" the pressure in the system, effectively softening up the anti-sway feedback manually. Basically letting a user choose a Firm, Soft, Super-soft, or Off version of KDSS.
Something along those lines, at least.
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DigitalVex
Member
eep:
Jetboy
New member
Since we're discussing - BMW has had a system it's used for a while that does a very similar function. The problem with the BWM version is that the range is small and it can't withstand offroad type use (too much movement too fast overheats it). It uses pressure from the power steering pump IIRC to actively balance body roll, not front/rear connection.
But the idea is kind great IMO.
What would be fun in an experimental world would be to just use one of the center sections with a very light weight fluid and no front/rear connection. Just a circular routing so the fluid goes in one side and through a valve and back to the other side. The result - using a solenoid valve - would be a push button sway bar disconnect that doesn't flop around or have the other issues of the dog clutch mechanism like on the FCA/Jeep versions. And - bonus is that they're really cheap from junker BMWs.
But the idea is kind great IMO.
What would be fun in an experimental world would be to just use one of the center sections with a very light weight fluid and no front/rear connection. Just a circular routing so the fluid goes in one side and through a valve and back to the other side. The result - using a solenoid valve - would be a push button sway bar disconnect that doesn't flop around or have the other issues of the dog clutch mechanism like on the FCA/Jeep versions. And - bonus is that they're really cheap from junker BMWs.
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Since we're discussing - BMW has had a system it's used for a while that does a very similar function. The problem with the BWM version is that the range is small and it can't withstand offroad type use (too much movement too fast overheats it). It uses pressure from the power steering pump IIRC to actively balance body roll, not front/rear connection.
But the idea is kind great IMO.
What would be fun in an experimental world would be to just use one of the center sections with a very light weight fluid and no front/rear connection. Just a circular routing so the fluid goes in one side and through a valve and back to the other side. The result - using a solenoid valve - would be a push button sway bar disconnect that doesn't flop around or have the other issues of the dog clutch mechanism like on the FCA/Jeep versions. And - bonus is that they're really cheap from junker BMWs.
I had this on my BMW and it was absolutely amazing how flat such a heavy sedan cornered at speed. Checkout the initialization procedure:
https://youtu.be/tktOJMzIJog
Paired with active steering that thing was a dream when it came to eating up highway miles
