The classic Porsche 911 models have been characterized for decades by a timeless styling coupled with unadulterated sportiness. Everywhere in the world, the "911" is known as a sports car icon. From now on, in compression and rebound damping independently adjustable KW V3 shock absorbers are available as a suspension complete set in galvanized steel housings for all Porsche 911 built from 1969 - 1989. For the first time, it is possible that a suspension kit for the Porsche 911 (G-model) with road approval can be adjusted in driving behavior individually to the own personal driving demand. With the integrated compression and rebound adjustment click adjusters, it is easy to individually adjust our recommended damper basic setup. For example, with its 16 click setting, the rebound allows to directly take influence on the handling characteristics as well as the driving comfort. With the low speed compression valve, which can be adjusted in twelve clicks, the driving behavior of the Porsche classic can be further increased if desired. For example, a higher compression level on the front axle allows an even more direct steering, and on the rear axle, higher compression damping forces counteract the oversteering. Due to the degressive valve assembly of the preconfigured high speed compression valve, the damping is positively influenced in the case of a sudden driving over street bumps. The wheels can immerse suddenly and this for example prevents the jumping over curbs. The Porsche 911 equipped with the adjustable KW shock absorbers receives a much more direct handling and gets significantly more grip on the rear axle without an increased oversteer. Even the remaining comfort is increased. The great advantage besides a quantum leap in terms of driving dynamics is that the "KW suspension kit" features spindle struts and dampers, so time-consuming strut conversions with replacement cartridges is not necessary. Also, the standard torsion bar springs on the front and rear axle can still be used. It technically causes:

- when lowering, the roll center remains higher or is higher at the same driving height.
- the lower transverse control arm does not go upwards, seen from the vehicle
- as a result, the front wheel does not go, or go less, into the direction of a positive camber during compression.
- of course this also causes a lowering of 19 mm, at a constant position of the torsion bar.