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Feedback wanted for Chikara CP1 coilovers
Very little info about these coilovers. I've heard nothing but good things about Chikara and wanted to know if any forum users have first hand experience with their suspension. Link to suspension
They specifically mention that they collaborated with a suspension company called Panda. A quick google search does not show me anything about this company. Do any of ya'll know of Panda? I don't mind supporting a fellow Canadian tuner shop, but I'd like my money's worth. https://cimg7.ibsrv.net/gimg/www.mia...1d518d8d51.jpg https://cimg8.ibsrv.net/gimg/www.mia...d73bca649e.jpg In early 2015, we decided to collaborate with Panda Suspension to commence development of an adjustable suspension system specifically for NA/NB MX-5 Miata that will provide impressive performance while maintaining an uncompromising comfort level. In short, the perfect dual-purpose kit that will serve this community well! Specifications: Single adjustable Compression & Rebound – 30 steps adjustment Through the many years of R&D efforts, we (and Panda Suspension) have applied our experience into these shock absorbers which are extensively valved for the MX-5/Miata. Our valving set up so that the first 10 steps from full soft are recommended for street use. The next 10 steps are best suited for performance driving (spirited/autocross/track usage). The last 10 steps can be used for more aggressive requirements, as well as up-rated springs for those who prefer a stiffer setup. External reservoir for rear shocks One of the Achilles’ heels of the NA & NB suspension is short rear shocks. Normally, given the limited length (at a lowered ride height), it is essentially impossible to put together a system with good amount of shock travel. Thus, we have decided to incorporate an external reservoir for the rear shocks. This will optimize the travel and allow us to run more oil for better internal heat management while keeping the short dimension. 2-piece pillow-ball swiveling aluminum top mounts & special low-friction oil seals Not only that our top mount uses pillow-ball bearing, it is also a “2-piece” design – Upper half that is seated with the chassis side; and the lower half that stays flush with the top of the spring at all times. This allows the spring force to stay true to the shock absorber’s axis during its action while the suspension travels up and down. Furthermore, our low-friction oil seals work in conjunction to eliminate the stress and friction that can be generated in the system otherwise. In turn, making our design even more accurate and durable. Internal components made by well-known European manufacturers In search for enhanced consistency and reliability, we have requested our manufacturer to only utilize some of the most trusted brands for the crucial internal components. Such internals like the piston, all the seals/o-rings, and even the hydraulic oil that have to sustain a lot of load, heat, and wear. Aluminum spring perches and independent height adjustable front lower mounts At the front, our system allows for height-adjusting lower mounting sleeve. That way, the perches can be dedicated to set spring pre-load without affecting ride height and suspension travel/droop. Maintains spring preload even at the height of 11.75″ to 12″ fender-to-hub-center height Although our system has a wide range of adjustability, our target ride height is around 11.75 to 12 inches from fender arch to hub center (front and back). At this height, the spring is seating at its best preload setting and will yield for about 14 inches suspension droop as well. Monotube design with 46mm piston High Pressure Nitrogen charged F: 10K / R: 6K (560 lbs / 336 lbs) spring rates Dimension (Front and Rear): 63.5mm / 2.50″ ID, 180mm free length Dust boots to protect against the elements Since this kit is designed for mostly road-going purposes, it must be able to withstand the elements from daily driving. Having dust boots further protects the main shaft and corresponding shock absorber components from possible damage by foreign debris. Coated steel shocks body construction Although it is heavier by nature, we chose to use a steel construction for its strength. Inevitably, it is coated for corrosion protection. Hard rubber lower bushings |
With the exception of the canister, they look like every other 2 piece shock that comes from the bc factory in a variety of colours
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Fuck yeah, sign me up for 14" of droop travel.
Wonder how they've magically made a miata compress a heavy set of springs for any sort of droop travel at all no matter where you set the perches or ride height, sure don't look progressive rate to me. Maybe it's those steel bodies? Generic garbage, now with panda. Nice first post by the way. |
I'm still trying to wrap my head around the forces imparted on the unions of that little metal tube which join the external reservoir it to the main body of the damper.
https://cimg4.ibsrv.net/gimg/www.mia...d7cf5c46fe.png I don't recall having ever seen that particular approach used before. |
That's actually not uncommon, OEMs take that approach from time to time. S2000 being one of them.
My takeaway on these is that they're probably not bad. It's just a weird approach to quietly have these out there, not really push them, post about them, and just sorta wait for fanbois to buy them. The fact that the spring rates are "correct" point to some actual work being put into them. Chikara isn't real prone to putting their name on garbage. I suspect they're not priced low enough to make a "risk" of choosing them over other more widely-used tried and true options super appealing, though. |
I'm surprised to learn that these have been around for over 4 years; I've never heard of them, even though I'm in Canada. A quick search shows this comment by a guy who knows:
Originally Posted by Emilio
Curious what the front and rear stroke actually is. Moving the floating piston and foot valve enables the designer to lengthen the shaft in an otherwise very short shock body to retain good bump travel. We didn't go that route in order to meet certain racing class rules, reduce weight and hysteresis. Still, a clever solution and shows they had their thinking caps on for a Miata specific application. Found these dyno plots on the Chikara site. Entirely different envelope than Xida for those that might ask. With the really soft 3 in/sec compression force they have I think these will be good choice for a street only car on >240tw, 205 or smaller tires that will never run spring rates above about 450 (8kg) front. The last few clicks of damping stiffness lock the dampers up with hysteresis so not really useful but they look linear and useful in the medium and soft settings. Sort of a high quality Tein Advance with nicer mounts if you will. They don't quite have enough front rebound force at 3 in/sec to cope with the 10kg springs they come with as standard, unless you don't reach the traction limit of your tires. I'd ask for 8/5 rates and not expect race shocks. Another way of looking at these would be like slightly less big hit stability (no digression) with a useful damping range roughly equivalent to clicks 14~18 of the Xida (1-20 clicks). |
Thank you all for the replies.
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Wasn't Chikara one of Nopi's house brands going back to the mid-late 90s?
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