Thread: How many interested in a new high end coil over at a good price?

N14 > B13
N15 > B14
N16 > B15

N16

N16 looks just like my B15 was...

Yup everything 2JR sell for the B15 bolts right onto the N16 over here.

Heres my N15 setup, I had them on my car since 2009 now and they are spot on, Ive used Ksport's (Way to hard, dampers failed), D2's (Same as the Ksports, dampers failed), Tein's (Spring rates were much to high), BC's (Surprisingly the dampers failed and so did the top mounts) and these are ahead of all of them for me

Full soft they are great for daily driving and wind up the dampening and they can hold their own on track.

Same as myself.

Subscribed for more relevant info.

I've been running the meister r's zeta r's on my N15 for both road and trackday use for circa 2 years and am happy with the day to day drivability and the adjustment for track use; with the stock rates (7kg front, 5kg rear) they are very compliant on even bumpy circuits

I tried to let this go, but it's been coming up in road racing forums lately and I just can't let this go.

No one with a high-end race setup has ever complained about it being "stiff" or "horrible" on the road. Every single person I've heard with a high-end race setup raves on and on about how good it is everywhere including the street where it is compliant and almost OEM smooth.

Damn these look really familiar... exactly like the pedders I had on my mazdaspeed3. BC actually makes them.

Couldn't agree with you more Ben!
@MeisterR

650 front and rear springs on Koni 8611s/Koni Yellows with a half cage and they rode better than any crap D2, K-Sport, whatever other rubbish out there with 1/2 the spring rate..........And these were on all sorts of roads littered with potholes, man covers, the works. Same suspension took me to several track days that year with nary an issue (apart from user error on install which eventually led to one of the dampers failing).

I really don't think people understand it's NOT necessarily spring rate that makes the ride harsh, but the valving characteristics (or lack there of that is present in the run of the mill 18328093838 way adjustable coilovers), and until a new manufacturer begins to state this, I have a tough time coming to grips with what they are selling. Not saying it's crap from day one, but to withold shock dyno results for instance (regardless of if people are keen on reading it), is not something I agree with.

Any damper worth it's weight will provide shock dyno results.

IJS........

I'll give you a real good example.
Talk to any 2009 Nissan GTR owners, and you will find that the standard Bilstein damper on them "stiff" and "horrible".
I know, I got one myself.

It was so bad to the point that many 2009 GTR owners sold their GTR and bought a Porsche 911, because they couldn't live with it on a daily basis.

Now, is the Bilstein Damper cheap? No.
Would Bilstein lack any resource to produce quality damper? No.
Would Nissan lack any resource to produce quality damper? No.

Then why is it stiff and horrible?
One of the most common answer is because the valving are design for track use (Or all the Nurburg willy waving time they are marketing with now).
This mean the suspension run a very square setup with high cracking pressure on their valving (something Bilstein have been doing for years).
What that mean is the shock don't actually move until it hit a bump hard enough to over come the cracking pressure.

Its great when you have flat surfaces or when you hit a curb, because the suspension will work.
However, it is horrible when you are driving down the freeway with just small bumps, because the suspension don't work at all under that situation.


Now, high end depends on what you classify as high end, and race setup depends on what you classify as race setup.

Some people classify Japanese coilovers as high end, and I had many owners swapping out Apexi N1, HKS HyperMax, etc to the MeisterR Zeta-R because the JDM brands are again too stiff for road use.

The likes of Ohlins DFV / Bilstein PSS are much better, but those are high end road suspensions.

For example, if you have a real "race" suspensions design to run around 3Hz wheel frequency with a very high cracking pressure (very typical of what you would see of race car on slicks), I can guarantee you that it won't be comfortable, and it will be classify as down right dangerous on the road with road tyres in the rain.
In case you need to put it down to a figure you can understand, that would be an Mitsubishi EVO9 race car running WTCC spec slick, using 1000lb/in front springs and 1200lb/in rear springs, and about 80 - 100% critical damping.

YOU DO NOT WANT TO RUN THAT ON THE ROAD!

As far as Dyno goes, we will probably have some.
Our setup are design for road / track use but it got to retain road suspension feature.
That mean you got to keep wheel frequency around the 2Hz area max, you got to have a sensible cracking pressure and a progressive bump curve to make sure you load the "road" tyres progressively, etc.

I had a chat with my engineering and I do think we do need to provide some info (we have plenty, so not a problem).
So we will be finishing up all the loose end first but will have dyno available (at least generic one) when we officially launch the GT1 coilovers.

Jerrick

I stopped reading after I realized you were using Bilstein as a reference for a "high-end" suspension component.