Can anyone supply some information and pricing?

JET

 

Definately make another choice. WAY too much transfer of roll stiffness to the front.

They are type E's, the type G's don't show a 350Z fitment that I can find.

T1R Type-E Suspension systems
Spring rates: 672 lbs/ 448 lbs
Stiffer then oem by F+114% R+31%
Transfers +83% roll stiffness to the front

 

i've had a set of prototype on my car few months ago, and i've test it on the track(pacific raceway in Seattle).
the ride quality improves, and handles better than stock.
i cant say it handles great, but it sure worth the value.
i'm not sure of the price, but i think its around 1000US?(i'll have to check that with my shop again)

here's some info on the kit.
high quality.40mm piston is used for high capacity dampening. Steel made body with aluminum components are used for lightweight and strength. Springs are made out of SAE9254 cold wounded steel. The shock is also ride height and stroke adjustable for maximum suspension travel

but the dampning is non-adjustable.
hope this helped.

 

Here's a master list of coilover specs that I keep on hand, hopefully it will help you pin point a setup that will meet your needs or what you should avoid.

Tein Flex (twin tube construction, adjustable dampners
Full-length adjustment and height adjustment for separate setting of the height and spring preload
Spring rates 672/672
Stiffer then oem by F+114% R+98
Transfers +16% roll stiffness to front
Side Note: Extremely high spring rates mean even when the adjustable damping is set as low as possible, you may not find ride quality happiness, several reports of this setups harshness exist Yet a few owner comment’s of a “like stock ride quality” also exist. However given the fact that they use a spring stiffness that’s over 100% stiffer then oem, if ride quality is of concern, either hitch a ride in a car equipped with them or make a different choice. In addition, several review’s have been done by people actually having the original more softly sprung Tein Flex coilovers do not take their comments to mean the same as the one using the current product, the original product specs are listed below under Tein Flex JDM.

Tein Flex JDM specs (can be special ordered est 6-8 weeks delivery)
Full-length adjustment and height adjustment for separate setting of the height and spring preload
Spring rates 560/560
Stiffer then oem by F+78% R+64%
Transfers 14% roll stiffness to front
Side Note: This is the original specs first offered in the U.S. with the Flex, shortly after it’s introduction the specs changed to those listed further above (672/672)


Tein Basic (twin tube construction, non adjustable dampners )
Spring rates 504/504
Stiffer then oem by F+61% R+43%
Transfers +18% roll stiffness to front
Side Note: Excellent value at it’s price point

Tein SS (twin tube construction, adjustable dampners )
(JDM only at this time. 6-8 weeks delivery, come via ship)
Spring rates 392/314-392 (rear’s are progressive)
Stiffer then oem by F+25% R+15% at peak

Tein CS (Monotube constructionad, adjustable dampners )
Special Note: A comfort ride system compare to HKS LS.They are valved and sprung to fullfill their intended mission of offering up improved ride comfort. More specifically their valving will impact the performance they can deliver. And to add, revalving them is extreamly expensive if you find they are too soft for you. If you want performance, pick a different Tein offering or pick a different brand.
Spring rates 392/392
Stiffer then oem by F+25% R15%
Transfers +10% roll stiffness to front

Nismo S-tune (twin tube construction, uses progressive springs, especially in rear)
350Z/G35 Coupe
Spring rates 448/504
Stiffer then oem by F+43% R+48%
Transfers +5% roll stiffness to rear

Nismo S-tune (twin tube construction, uses progressive springs, )
G35 Sedan
Spring rates 347/342
Stiffer then oem by F+10% R+0%
Transfers 10% roll stiffness to front

Buddy Club Racing Spec coilovers (Monotube construction, adjustable dampning)
Full-length adjustment and height adjustment for separate setting of the height and spring preload
748/336 to 672 + 280 on dampner
This setup runs 336~672 progressive rate spring at the stock spring location and a 280lbs linear spring on the rear dampner body. Since those differing rear spring locations leverage differing forces to the wheel, here is a look at the setups wheel rates as a percentage of stiffness over oem wheel rates.
Stiffer then oem by F:+238% R: +233% to 331%


Jic Flta-2 350Z fitment (Monotube construction, adjustable dampning)
Full-length adjustment and height adjustment for separate setting of the height and spring preload
Special Note: This setup is known for it’s street ride harshness, but also for track performance
Spring rates560/672
Stiffer then oem by F+78% R+98%
Transfers +20% roll stiffness to rear

Jic Flta-2 G35 coupe (Monotube, adjustable dampning)
Full-length adjustment and height adjustment for separate setting of the height and spring preload
Spring rates 560/560
Stiffer then oem by F+78% R+64% $1750
Transfers 14% roll stiffness to front

Jic Flta-2 G35 sedan (Monotube, adjustable dampning)
Full-length adjustment and height adjustment for separate setting of the height and spring preload
Spring rates 504/392
Stiffer then oem by F+61% R+15%
Transfers +46% roll stiffness to front

Cusco Zero 1&2 (Monotube Zero1=non adjustable dampner, Zero2=adjustable dampner)
Full-length adjustment and height adjustment for separate setting of the height and spring preload
Spring rates 560/392
Stiffer then oem by F+78% R+15%
Transfers +63% roll stiffness to front (no they do not run their rear springs on the dampner body, oem location, seen them on the car with my own eyes.)
Side Note: Thats a awful lot of spring stiffness to move to the front

(Offical word from Bilstein is that all PSS and PSS9 coilovers are on hold pending a redesign of the rear height adjustment system)

Bilstein PSS coil over (Monotube construction, non adjustable dampners)
Special Note: Mild spring rates, but Bilstein says the dampners are performance valved
Spring rates 370/240-420 (rear progressive)
Stiffer then oem by F +18% R +23% (at peak rear spring rate)
Transfers +5% roll stiffness to rear

Bilstein PSS9 coilover (Monotube construction, adjustable dampners)
Special Note: Mild spring rates, but Bilstein says the dampners are performance valved
Spring rates 370/240-420 (rear progressive)
Stiffer then oem by F +18% R +23% (at peak rear spring rate)
Transfers +5% roll stiffness to rear


HKS LS+ G35 Coupe (Monotube construction, adjustable dampners)
Spring rates 504/448
Stiffer then oem by F+58% R+29% (rear springs are progressive)
transfers 29% roll stiffness to the front
Side Note: Has the unusual distiction of actually being valved stiffer then the same coilover made for the 350Z, though the Z version does NOT transfer as much roll stiffness to the front

HKS LS+ 350Z (Monotube construction, adjustable dampners)
Spring rates 448/448
Stiffer then oem by F +43% R +31%
transfers 12% roll stiffness to the front
Sidenote: Listed on HKS's Japan web site, but not on the US web site. These might actually be our RS coilover.

HKS LS G35 (Monotube construction, non adjustable dampners)
Spring rates 448/336
Stiffer then oem by F+43% R -1%
transfers 44% roll stiffness to the front
Special Note: A comfort ride system, compare to Tein CS coilover

HKS LS 350z (Monotube construction, non adjustable dampners)
Spring rates 448/448
Stiffer then oem by F +43% R +31%
transfers 12% roll stiffness to the front
Special Note: A comfort ride system, spring rates make better sense then same G35 application, compare to Tein CS

HKS II (Monotube construction, adjustable dampners)
Spring rates 504/504
Spring rates F+61% R+47%
transfers 14% roll stiffness to the front
Special Note: sprung and valved to be HKS’s most aggressive product, it is a notch above the RS coil over on the track, compare to Tein Flex and Jic coilovers

HKS RS (Monotube construction, adjustable dampning)
Spring rates 448/448
Stiffer then oem by F+43% R+31%
Transfers 12% roll stiffness to the front
Special Note: “Marketed” as HKS’s track coil over with a good street ride.

Zeal function V6 coilover (Monotube construction, adjustable dampner) $2855
Full-length adjustment and height adjustment for separate setting of the height and spring preload
Spring rates 560/448
Stiffer then oem by F+78% R+31%
Transfers +47% roll stiffness to front

KW coilovers Variant's 1,2&3
Monotube construction,
V1=non adjustable dampning,
V2=adjustable damping,
V3=separate adjustability for compression damping AND rebound damping and is the only product of it’s kind at this time.
Spring rates Front 485lbs to 525Lbs Rear: 240Lbs to 548Lbs (progressive springs)

D2 Racing Coilovers (Monotube)
840/728 F+168% R+113% (wee bit stiff eh, the recommended rate to)
Transfers 55% roll stiffness to front
Side Note: Only known application of this coilover was by a vendor wishing to sell it, upon installation it was determined that the ride quality was so poor that they were pulled from the car and any idea of carrying the product was shelved.


Kg/mm DNA coilovers (Monotube construction, adjustable dampners)
840/280*+
See the Buddy Club specs on spring rates and stiffness to oem specs

T1R Type-E Suspension systems (Monotube construction)
Full-length adjustment and height adjustment for separate setting of the height and spring preload
Spring rates: 672 lbs/ 448 lbs
Stiffer then oem by F+114% R+31%
Transfers +83% roll stiffness to the front

 

What is roll stiffness?

JET

 

Roll stiffness is the extent to which the car resists leaning when cornering. Where you move it equal's what end of the cars suspension you want to do more work. Adding it to the front, will increase understeer. Small transfers are ok, not large one's.

What is understeer? When a vehicle turns less sharply than the driver intends because the front wheels slide to the outside of the turn before the rear wheels lose traction.

 

Not to offend.... but why wouldn't the aftermarket suspension manufacturers know this? They engineered the roll stiffness into their design with the chosen spring rates. It was obviosly a decision on their part or they would have used spring rates that would give them 0% transfer of roll stiffness? Am I missing something?

JET

 

Since Z33 coilovers specs are all over the map it's quite safe to say they do not ALL deliver the most effective setups, some will have it right, some will not. In order to not make a bad decision where unlike a new car, NO one has done a written comparison test at a test track. You need to know your car's baseline starting point then what effect that given coilover has on the cars baseline. Owner reviews can only help you avoid or cling to the things that people can define from the seat of their pants, it does not reliably catch disobediance to know tuning laws which can effect adheasion level's in differing situations.

One should get to know tuning laws so you can avoid making a choice that may feel wonderfull, but offer's lower lap times and a false sense of improvement.

Do not take my word for it, read Carol Smith's book "Tune to win".

 

Soooooo what your saying is that Z33 coilovers are a shot in the dark unless you have aqccess to proving grounds, a few z33's, and free suspension goodies thrown at you from the manufacturers to test.

Well what should I base my decision on considering there is no way for me to "test" suspension?

JET

 

that's how most mods are for most cars...there is lots of stuff made, and only some of it is worth buying.

That's why dealing with a store, be it online or person to person, that runs what they sell and is knowledgeable about recommending and setting things up to suit the drivers wants, is worth it's weight in gold.

 

In my experience most shops don't really care what you buy from them. Most of the time shops have their own agenda, and products they push.

Can anyone recomend a 350z tuner in orlando/miami area?

JET