MeisterR ZetaCRD and ClubRace Coilovers
 

We now have the Revised ZetaCRD and the New ClubRace in stock for the 86.

MeisterR ZetaCRD Coilovers - All around fast road and track suspension

http://www.meisterr.co.uk/Pics/Post/Products/MC89R.jpg

Springs Rate: 5kg/mm Front, 5kg/mm Rear

The ZetaCRD setup are design to provide wide range of ride height adjustment, great road compliancy as well as performance.
The softer springs rate ensure the ride quality remain good over unnerve road surfaces.

The rear uses an OEM style press steel rear top mount to insulate against suspension and road noises.
Over 4" of rear damper stroke travel ensure plenty of wheel movement to keep the drive wheel in contact to the roads.

This will be a good setup for fast road and occasional track days as the ZetaCRD were designed.


MeisterR ClubRace Coilovers - Affordable Track Suspension

http://www.meisterr.co.uk/Pics/Post/Products/MC89CR.jpg

Springs Rate: 8kg/mm Front, 8kg/mm Rear

The ClubRace Coilovers are design to take advantage of high grip compound tires.
The springs rate and damper force both been push upward.
New damper valving ensure pressure are applied to sticky compound tries to ensure responsive steering response and great traction.

The rear also incorporate an extended spherical bearing top mount for additional damper travel and ride height adjustment.
The ClubRace may be a little stiff for daily road use, but will provide great steering and damping response on track.


Close Ratio Damping (CRD) - MeisterR damper valving to provide better performance.

http://www.meisterr.co.uk/Pics/Post/...taCRDdyno2.png

The Close ratio damping is the valving design we use on both the ZetaCRD as well as the ClubRace.
The goal is to keep the compression and rebound ratio closer to each other, generally around 1:3 or so.

The main objective is to ensure the rebound force are paired to the provided springs.
What that mean is the critical damping force should be within the first 5 clicks of the damping adjustment.
This damping ratio also ensure plenty of compression force to "work" the tires, providing better traction and steering response.

I just thought we give a more clear view on what we are offering.
If anyone have any questions about any of the MeisterR products, please feel free to let me know. :thumbsup:

Jerrick

I've been following your threads for the a while as you have been one of the more open vendors regarding the technicals that go into a coil over systems. Plus I'm in the market for a set that will perform well with out breaking my back.lol



So..because I have been following for a while I recall a situation where you were ask the reasoning for the original 5/4K F/R split and wheel harmonics were brought up. A lot of the JDM manufactures have a similar bias front to rear, however I see that the rates are now 5/5k which was previously a no-no. Why the change?

The 5/4 setup was what we originally came up using a UK customer's car as testing when we calculated the vehicle dynamics based on that.
After investigation and getting a few more cars into our workshop, we find the original corner weight was off by a little.

What that mean is that the 5/5 setup is actually a little further "apart" than the original calculation, and therefore have just enough of a gap (still pretty tight).

Along with changing to 5kg/mm springs, we also designed a new damper valving to match with the new 5kg/mm rear.
The new damper valving is "softer" on the rebound than the original setup, and therefore allow the dynamic wheel cycle (in usage) to full further apart.
The slightly stiffer springs rate also give the rear a little more bump travel which is great, so there is no need to increase pre-load on the springs anymore.

These combination help make the 5/5 setup a little more responsive in the rear especially with the stiffer damping adjustment.
It will get the rear end to work better, and also put more load onto the tires getting them to heat up and grip.

The 5/4 setup even with the new calculation isn't bad at all, which is why it works and most customer have no complain.
The 5/5 setup with the new damper valving just make that rear a little more responsive on stiffer damping setting, especially under power on corner exit.

Both setup will be reasonable for uneven road surfaces use on softer damping level.
The new rear damper actually use a different piston design to allow more progressive loading of the tires.
What that mean is more compliancy and better stability.

Jerrick

Does anyone run these with OEM top hats?