I just received my double adjustable Berserker set from Kelltrac and I have some questions for the Viking users. I will be installing them this weekend, replacing a set of the original PFADT coilovers. Mine came set to the lowest settings and I don't want to keep playing with them for weeks or months to try and find the rebound/compression settings that are optimal. Kelltrac setup sheet suggests 1 click of rebound and compression from 0, out of like 16 clicks. That just seems low, but maybe it's not. I street drive only, no real racing to speak of, just fun spirited driving.

Anyone know the ratio of turns on the coil adjusters or the shock body length to get certain ride heights? On my existing PFADTs, 1/4" of lengthening the shock body = 1/2" of height change, but they have a different design to the Vikings where spring preload is not used for ride height. Currently I am about 26-1/2" ride height measured from floor to fender well. I would like to be around 27" front and 28" rear I think.

 

I have crusaders, so I don't know how much it'll help, but I run F9c/8r R6c/6r. For ride height, I didn't measure exactly, but that ratio seems right- about double the shock length change.

 

Thanks for your input! I'm not sure really what the difference between the Crusader and Berserker setup is internally, but I know the Crusader adds about $250 to the cost for the set! So most likely the C/R setings are not interchangable between the two, but how do you use your C5, I'm guessing there is a bit of track time based on the avatar.

 

I'd imagine the damping curves are quite a bit higher on the crusaders. I have GP valving

https://www.vi-king.com/category-s/320.htm

My car is setup with track spring rates etc since its a track car. I'd call up viking and or kelltrac and they should be able to give you a starting range based on your spring rate and weight.

 

I have Kelltracs Vikings with Bersker valving, but I had Kelly pre set everything.


I could look and see where mine are set at.

 

Oooooh, following with great interest! I definitely want to hear your comparison impressions one you have some time on them.

 

Moving this to C5 Tech for continued discussion.

 

I tagged you in the old coilover thread asking you these questions actually. I thought that Kelly was going to set everything up, but they showed up set to 0's. I am starting with settings I found from @miami993c297 posts, even though his are a bit different setup.

Front C 5 R 9
Rear C 4 R 7

The rears are easy to get to with the car on the ground, but the fronts may be more challenging.

 

I know that post. His was what initially turned me on to Viking as a brand. Yes, I have those settings saved somewhere also. Lol

 

Hi Dav,
Better ask advise from Kelltrac.
He is the one to know the damping forces from your dampers, and with that info and your spring rate, it becomes easy to establish a baseline.
Mine where very custom and three ways, you can't compare or use it as baseline.

Christian

 

Kelly sent me a document that suggests they be set to 1, for everything. My set has 400 lb front springs and 450 lb rear springs, 2 way Berserker valving. I figure I will start with your numbers or maybe go down from yours 1-2 for mine and for street.

 

I have the double adjustable berserkers from Kelly on the rear of my car. I run the suggested settings that came with them, but with a few clicks depending on track conditions (drag race). If I remember correctly, the sheet I have said cruising/comfort and IRS settings were very similar. Has worked well for me. FWIW, the adjustments are pretty easy to get to just reaching under the car through the back of the wheel, unless you're slammed or have a 15" wheel on it

 

I got the new Vikings installed over the weekend, I decided to drop 2 clicks from the settings posted by @miami993c297 . So far I like these settings, but I have not driven it much yet. I am impressed with the coilovers, although I think the biggest comfort difference is the coils themselves, the PFADT had some unknown but much more stout spring rates as they were installed for track use. The Vikings are so smooth compared to what was on it.

When initially installed, after settling a little bit on a drive around the neighborhood, the rear measured 26-3/4 floor to fender top. I still had no idea how much preload was required to gain 1/4-1/2" in ride height. So I added 1/2" of preload. That took it to around 27-1/2", so it gave me roughly 3/4", and coming from 26-5/8" ride height at all 4 corners when it had PFADTs installed, it seems super high. So when I did the fronts, I decided to start with adding 1/4" of preload. Turns out it is also right at 27-1/2". I'm going to drive it some and let it settle out and if needed take a wee bit of preload out. I think 27 to 27-1/4" is where I want to be, it's not so low that I cannot go over speed bumps but centers the tire in the wheel well more.

Anyway, I didn't take many pictures as I just never really think about doing it. But here is the driver front. Install is straight forward.

 

Didn't know you also ran the cp5060 set. Nice! I just scored new rings for 400 a few weeks ago. Still plan to run the C6Z discs and caliper spacers st first though.

Get some weekend curve time on those Vikings and report back. Must be fun eith the new settings, dialing the car in.

 

They are some super stoppers, those AP Racing monsters. I have C6Z rears.

 

That's what I've got currently for the car. Also snagged the brackets to make 9449 calipers work if a set popped up for a fair price.

 

Honestly, these older 5060's will shift your brain in your skull, I cannot imagine better brakes.

 

Oh. I mean I have the 5060s for the front. Currently have C6Z slated for rear. And the option of using the C6Z rear rotor with AP cp9449 calipers in roughly same piston area ratio front to rear. Currently have C6Z rotors on all four with spacers for front AP, but did also score the AP rings for a sweet price for future abuse.

 

I wasn't sure what the 9449 calipers were. I know they have the new RadiCal radial mount design, which are sexy, but probably not that much of an upgrade for something like a basic C5 street, autocross or track day car. Frankly, I imagine a full set of Wilwoods probably works just as well for 1/2 the entry price, or even C6Z full set for that matter. The AP on my car were installed by Zip Corvette when they were working with Essex to develop the brakes for the C5, my car was Zips test bed back then.

 

My cost is minimal. The 5060s were free. I have made my own caliper spacers for 80 bucks. New rings for 400 and that's the entire front set since the calipers came with hats and rebuild kit. Rears were 400 for the mounts, and I found a company in England which will sell new calipers for fair. And the 5060s came with C7Z brakes which I have also sold for small profit.