Updated my SPB to the MCS (spec) shocks.
The same config doesn't seem to feel right to me ( no surprise ). The Bilstein has been full hard front full soft rear ( i wasn't thrilled with that setup)

What kind of starting setup could be recommended for MCS after life with the Bilstein?

 

I called MCS a couple of months ago and asked them what they'd recommend to start with, and they said they found that 9 clicks from full soft on the front and 11 clicks from full soft on the rear was a good starting place for SPB.

 

Thanks for this info.
Using a baseline I was able to wring quite a bit more out of the key'
Thanks!

 

i think its also very important to know,when they gave that baseline, whether you have the stronger springs in the front of back.
different folks set it up differently. if im not mistaken, ithink those settings are very close to midline.
so i think its basically middle of the road
so if that 18 clicks was right, then 9 from full soft is a bit shy of half way. and 11 clicks is just too more than midway, on the hard side of the midwaya point.
but again, that depends if you put the heavier springs in the front or back.

ill look at my notes when i get ot the office and see what he had told me. but thats just a starting point. i think we ended up a good bit away from it.

 

We found that they liked to be run a bit higher. 95mm+ on ride height worked fine for us. Also you will find that if you go any lower your right rear helper spring isn't helping, which allows the top hat spacer to slack at full droop and rotate (not good since its a wedge shape).

 

Superb - Ira takes good care of our consumers and we are very happy to
work with him.
A.
In regards to setup, I suggest retaining the same spring configuration
(rate-wise) that you are used to running, along with the same chassis
setup; make the only change with the damper, that way you are
comparing apples to apples, without influence of other changes. The install
is very straightforward and Tarett provides a nice exploded view of the
configuration of components which makes it super easy to assemble the
coil-over assembly; install is very straightforward as well; R&R like any
strut on these cars. The rear adjusters are on the shaft end at the upper
strut mount and can be a bit tricky to get to in some cars, dependent on
how the roll cage is constructed. Most folks are able to reach both
adjusters from the passenger side of the cockpit where a passenger seat
would be, and I've seen some folks cut access holes from the rear trunk
boot.
Most commonly we find the 500lb springs on the front axle and the 450lb
springs on the rear axle. If you are running the springs this way, I would
suggest starting with the dampers:
Front: 9 clicks from full soft
Rear: 10 clicks from full soft
I would then dial the car in by feel and data from there. You are primarily
adjusting rebound damping forces with an appropriate level of cross talk to
the compression forces; you'll find that you'll never have a scenario where
you have to sacrifice spring control in order to better control the hit to the
tire on the compression stroke, like you would on the Bilstein.
B.

 

The car has swift 90 in the rear I think converts to 500 in the rear?? Interesting thought to reverse that. I might try that combo.

The car with Bilstein never handled well compared to my girlfriend's Provost car.

Initial settings using the same settings as the Bilsteins the MCS was horrible. But adjusting the rear sway a lot and big changes to the rear shock (pretty much as you described) was magical.

Amazing how well they handle curbs and I found the car much easier to handle even as I pushed the limit (and my own skill). I was going to take two clicks off the front, but with my tires at close to 30 cycles didn't want to dial the car in for crap tires. Front end tweaks with fresh rubber is next.

THANK YOU