KW V4 Coilover Review: BMW M8 & M8 Competition F93

The 2020–2025 BMW M8 pairs a 600–617 hp twin-turbo S63 V8 with a curb weight north of 4,300 lb, and its factory adaptive dampers were tuned for grand-touring comfort first, lap times second. If you want the F91/F92/F93 M8 to handle like the track weapon its powertrain deserves, a set of BMW M8 coilovers is the single most transformative chassis upgrade you can make. In this review we put the KW Coilover Kit V4 — an $8,774.00 three-way-adjustable system (part number 3A7200DZ) — under the microscope, then line it up against KW’s H.A.S. height kit and two lowering-spring options so you can pick the right setup for your M8.

Why the BMW M8 Needs a Coilover Upgrade

The BMW M8 is fast in a straight line but heavy on its feet. The base M8 makes 600 hp and 553 lb-ft; the M8 Competition steps to 617 hp, and both send power through M xDrive all-wheel drive with a rear-drive mode. That performance rides on a curb weight of roughly 4,300–4,500 lb depending on body style (F91 convertible, F92 coupe, F93 Gran Coupe), and BMW’s factory adaptive M suspension prioritizes an isolated, luxury-GT ride at the expense of body-control precision.

The stock dampers do a competent job of hiding the M8’s mass on the street, but push hard and you feel it: float over crests, a soft initial roll response, and a ride height set high for showroom curb clearance. A coilover addresses all three at once. By lowering the center of gravity, adding spring rate, and giving you dedicated compression and rebound control, a quality coilover turns the M8 from a rapid cruiser into a car that actually rotates. That is exactly the brief the KW V4 was built for.

KW Coilover Kit V4 for the BMW M8: Full Review

The KW V4 sits at the top of KW’s road-and-track coilover range, above the V1, V2, and V3. What separates it is the damping technology: independent rebound adjustment plus a two-circuit compression valve that splits low-speed and high-speed compression into separate adjusters. In plain terms, you can firm up body roll and dive (low-speed compression) without harshening the ride over sharp bumps and expansion joints (high-speed compression), while tuning rebound separately for traction and composure. That is a level of control springs and OE dampers simply cannot offer.

On the M8 (part number 3A7200DZ, $8,774.00) the kit uses KW’s inox-line stainless-steel strut bodies, which resist the corrosion that ends the life of many painted coilovers, and a continuously adjustable, thread-collar ride height. KW lists a lowering window of roughly 5–25 mm at each axle, so you can dial in a subtle, warranty-friendly drop or a purposeful track stance without changing spring perches. It is built to work with the M8’s wide chassis and heavy corner weights, and the review consensus on KW’s V4 line is consistent: it delivers factory-grade ride quality on soft settings and genuinely track-capable body control on firm.

How the KW V4 Damping Technology Works

The KW V4’s headline feature is separate low-speed and high-speed compression adjustment. Damper velocity — not vehicle speed — determines which circuit is active. Low-speed compression governs the slow suspension movements created by cornering, braking, and weight transfer; dialing it in tightens body roll and brake dive without you touching spring rate. High-speed compression handles the sudden, sharp inputs from potholes, curbs, and expansion joints; keeping it softer preserves ride comfort and mechanical grip over rough surfaces.

Rebound is adjusted independently on top, controlling how quickly the suspension extends after compression — the setting that most affects traction, tire contact, and that planted, connected feel. Because all three circuits are separate, you can build a genuinely different car for a Sunday canyon run versus a track day versus a highway cruise, all from the same hardware. For a 4,300 lb-plus M8, that adjustability is not a gimmick; managing this much mass without ruining ride quality is exactly where a lesser single-adjustable coilover forces a compromise the V4 lets you avoid.

Fitment, Ride Height & Installation

This exact kit (3A7200DZ) is engineered for the 2020+ F93 M8 Gran Coupe, including the M8 Competition; KW builds matching V4 applications for the F91 convertible and F92 coupe, so confirm your body code before ordering. The M8’s stock setup uses electronically adaptive dampers, and the V4 replaces those struts entirely with mechanically adjustable units — so plan on a delete or a compatible module for the factory adaptive-damper warning, which is standard practice on M-car coilover swaps.

Installation is a straightforward four-corner strut replacement for an experienced shop, typically 4–6 hours plus a mandatory four-wheel alignment afterward. Set your ride height within the 5–25 mm window, corner-balance if you track the car, then use the alignment to reclaim camber and toe. Our Tampa, FL install team recommends a moderate drop on the M8 to preserve half-shaft angles and avoid rubbing on the wide staggered wheels, then fine-tuning the compression and rebound clickers once you have seat time. Complete the build with fresh pads such as the Hawk HPS 5.0 front pads for the M4/M8 and browse the rest of our BMW M8 suspension parts.

KW V4 vs H.A.S. vs Lowering Springs: Which M8 Setup Wins?

Not every M8 owner needs a full three-way coilover. If you love the factory adaptive ride and just want a lower, meaner stance, KW’s H.A.S. (Hydraulic Adjustable Suspension) keeps your OE dampers and adds hydraulic, adjustable-height lowering — a smart middle ground at $1,704.00. Lowering springs from H&R ($560.15) or AST ($432.92) are the budget path: they retain the stock dampers, deliver a fixed drop, and tighten the look and roll for far less money. Here is how the four M8 suspension options compare.

Pros and Cons of the KW V4 on the M8

Is the KW V4 Coilover Worth It on the BMW M8?

For an owner who tracks, autocrosses, or wants a fully dialed street setup, the KW V4 is worth the $8,774.00 outlay on the M8. It is the only option in this comparison that addresses spring rate, ride height, and three separate damping circuits at once, and it does so with corrosion-resistant stainless hardware built to outlast the car. On a 4,300 lb-plus grand tourer with 600–617 hp, that breadth of adjustment is the difference between a car that merely sits lower and one that genuinely changes character between comfort and attack.

If your goals are cosmetic — a lower stance and slightly sharper turn-in for daily and highway driving — the math changes. Lowering springs at $432.92–$560.15 or the $1,704.00 H.A.S. deliver most of the visual and a good chunk of the feel for a fraction of the price, while keeping the factory adaptive ride you paid for from BMW. The KW V4 rewards owners who will actually use its adjustability; if you never plan to touch a clicker or lap a circuit, spend less and put the savings toward tires. Either way, our Tampa, FL team can help you match the setup to how you drive.