Colin
I agree that the "setting" of the rebound spring does seem to change. I spent ages getting mine to the "correct" set points at static, but each time you go and road test it, the setting will change (and not always in the direction you think will, which fits with "stiction" being unpredictable) ) so it is a long and tedious job. I think I have a found a relatively good compromise now, where my rebound springs appear to be in "slight contact" most of the time, but the feel is good , and the ride is vastly improved. I am sure that it could be "optimised" but I just don't have the inclination to spend more hours under the car for an minot incremental improvement.
I agree it won't suit everyone , but to me the job was well worth it, and I am now much happier driving down poorly surfaces roads feeling that I am not crashing and graunching into every pothole , and the suspension is absorbing part of the load. It is also more comfortable to drive over long distances as the compliance leads to a more relaxing experience to the occupants. The steering effort seems easier as well , but this is almost certainly the bearing as opposed to damper blades.
By the way Andy, after I fitted yours I got dragged into some measurements with another Suplex kit, the purchaser wanted to know how far the cars suspension moved before the rate riser spring came into contact. we measured the static stub axle height (given that it changes we took several readings and averaged) and then the space above the stub axle at static could be calculated, from this deduct the rate riser unloaded height and you arrive at between 27-31mm before the rate riser comes into effect. In other words that's the amount of movement over which the softer main spring absorbs the bumps until the rate riser starts to take effect and as that's progressive the rate increases accordingly. That's where you get your smoother ride feel over road undulations but also what causes the initial increase in roll on cornering.
