Nitron elec-TRON R3 / BMW / Z4 (G29)

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 R3 (eR3) coilover kit allows a minimal compromise setup for street and track usage.  It combines the Nitron solenoid valve found on the eR1 with an isolated high/low speed manually adjusted compression circuit similar to that found on the standard R3 system.  The manual compression adjustment allows for a base compression setting adjustment which is very useful at the track, but you can dial it back when on the road to a more casual comfortable driving setting for abrupt disturbances.  The eR3 coilover system controls main piston damping via 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 eR3 kit connects 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.

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 sway bar, 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.

You only want a dry-break where you MUST have it.  At $512 per axle pair you won't want to have them for no reason.  They are to avoid the need for drilling large (entire reservoir sized) holes in the chassis or to pass the line through an upright where no other solution will work.

Nitron dry-breaks are a unique design offering a screw together connection that does not require degassing the reservoir (like most disconnects) to take apart or assemble.  A dry-break displaces volume into the shock when assembled, so typical systems come apart easily, but unless degassed before disassembly will almost not go back together at all.  With the Nitron screw together design it allows this force to be easily overcome.  This means no dealing with Nitrogen tanks or needles and fill tools etc.

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.

An R3 or eR3 can be ordered as a 2-way with one compression adjuster instead of the high/low speed adjuster pair on the standard R3.  There is little difference in componentry and so no cost difference, so you are merely losing an important adjustment for the same price.  Given the market value of the Nitron system this is still cost effective for people who have class limitations, but if you simply think “it’s too much”, “I’m not that good” or “it’s confusing” then let us help you set up and reap the value of the extra adjuster without losing it at no added cost.