Nitron elec-TRON R1 (with FAL) / BMW / M2 (F87) / Competition

In all Nitron systems you find exquisite machining and finishes, carefully detailed components and a COMPLETE system with nothing left to fetch or find.  Quality at every level inside and out down to the oil selection.  This results in reliability, strength and performance that are impossible to match at this price point and easy of use.

The Nitron elec-TRON R1 (eR1) coilover system is a purely electronic damper that utilizes the Nitron solenoid valve with all damping control being adjusted by the electronic controller (EDC, PASM, DSC etc). Your kit includes adjustable camber plates, spherical top mounts, linear race springs and tenders/helpers where best utilized. The eR1 kit installs into the factory wiring harness for ease of use and is compatible with factory systems and interfaces.  

Designed to withstand the abuse of the track, all Nitron systems are also reliable for the street enthusiast who drives long miles on public roads.  Whether you daily drive or track your setup the full range of Nitron systems are up for the job in all environments.

Many performance car owners face a common challenge: balancing track performance with the realities of street driving. Lowering the ride height for optimal performance often leads to difficulties with steep driveways, speed bumps, and storm drains. These obstacles can cause damage, making daily driving a risk.

The Nitron Front Axle Lift (FAL) offers a convenient way to tackle these challenges. Available in two lift options: 25mm or 40mm (depending on your car’s application), this system allows you to raise the front axle just enough to clear obstacles without affecting performance. Whether you’re on the track or navigating city streets, the Nitron FAL gives you the flexibility to enjoy your car without compromise.

The Performance Street spring setup is designed to provide a sporting, but comfortable ride.  Performance on the road is very high, but may require the dual purpose springs if you intend to track your vehicle regularly.

The Dual Purpose spring setup provides track support for the enthusiast who drives to the track or still uses the car on aggressive drives.  HPDE on 200TW tires are ideal here and modest or no aero cars.  This will help keep tires from edge wearing on track due to excessive roll without killing roadworthiness.  Ride will be more taught, but can still be reasonably smooth.

The Track spring setup is for those who use slicks, have a bit more aero and just bias more completely towards track performance.  Obviously you can drive anything on the road, but you will have a firm ride with the track setup.  With the damping control offered by Nitron, this is not always a bad ride which matters over curbing and on bumpy tracks.

If you are asking yourself this we suggest keeping the divorced setup.  This retains the major loads where they were intended and does reduce friction by eliminating the sideload of the spring on the damper shaft.  Coilovers can be more tightly packed on some models and swaybar, axle or control arm clearance is not always ideal or perfectly predictable.  They do sometimes allow a simpler install/spring change and easier access to the spring perches for adjusting height (think race team making constant adjustment).  If you don’t KNOW you want coilovers then retaining divorced springs is the way.

The eR1 and eR3 have an electronic valve in the rod assembly controlled by the control unit instead of an adjuster knob. There is a piston and shim stack like the standard R1 and R3, but instead of a knob that adjusts a needle and seat with a fixed fluid bypass across the piston there is a dynamically controlled bypass.  This allows for seamless integration with the factory controllers or customizable control with an aftermarket unit so that you can have different adjustment settings under different conditions specific to your controller’s ability.  It’s like having an electronic gnome turning your shaft adjuster while you are driving.

Yes, but it may be different than the standard eR3.  Wherever your platform’s eR3 equivalent setup uses hoses, the eR1 to eR3 conversion will generally be straight forward and result in a standard eR3 variant.  If your platform’s eR3 setup utilizes a piggy back (reservoir solidly attached to the side of the shock w/ no hoses) then it will require more parts than just hoses and reservoirs.  It either requires dry breaks or all the parts to convert to a piggy back.  It is far less expensive to buy the eR3 up front.  Typical eR1 to eR3 conversions cost between $2300-3500 with rebuild labor.