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    Anyone have any pics of h&r sport cup kit with e90 drop hats on an early model?

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      E30 325i 87'



      my set-up now:
      10mm pads rear
      9mm+3mm pads front
      Genuine top mounts
      Genuine drop hats
      Cutted Weitec springs
      205.55.15 (8J ET15)

      looking for a new set-up:

      10mm pads rear
      9mm+3mm pads front
      Genuine top mounts
      E90 drop hats
      205.55.15 (8J ET20)

      IE stage3 spring / H&R race spring ? what will gave me more lowering?
      I like how the car sit now and want this is stay like this, just needd a new springs..

      someone run on similar set up?
      Last edited by FaragMan; 02-15-2017, 09:59 AM.
      sigpic

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        Originally posted by FaragMan View Post
        IE stage3 spring / H&R race spring ? what will gave me more lowering?
        I like how the car sit now and want this is stay like this, just needd a new springs..

        someone run on similar set up?
        H&R race+E90 drop hats on the way :)
        I will stay with the 9+3mm spring pads.

        If someone have a picture of his car with a set-up like thats it's will be nice to share a picture :)
        sigpic

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          1987 325i

          GC coils 375f/475r
          Bilstein sports
          No spring pads (just gc upper pad in rear)
          Standard length housings

          Track Mode:

          20160603_163850 by Zachary Murray, on Flickr

          Street Mode:

          20161207_162257_HDR by Zachary Murray, on Flickr

          Swapping out some components in the next few weeks. Going to be installing GC Custom valves SA Konis, GC 525f/750r springs, GC touring camber plates, GC rear shock mounts, UUC 22mm front sway and a host of Condor suspension bushings. Contemplating shortening the strut housings, not too concerned with going low just ride quality.

          20170227_121946_HDR by Zachary Murray, on Flickr
          1987 325i-M62b44 swap

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            H&R springs and billstiens

            I have the the same problem as others have mentioned in the thread of the rear sitting to high with this setup! Love the look of the front hate the rear.

            Comment


              2017 Nissan Sentra NISMO

              Nissan loyalists know that “NISMO” is a portmanteau for “Nissan Motorsports,” while to everyone else it is very nearly meanwafflesingwafflesless. And the brand is almost as empty of product as the word is of meaning. It’s a little extra snowcap on the towering mountain of power that is the GT-R. It’s wheels and a wing on the 370Z. It’s some extra weird on top of the pile of weird that is the Juke. But alas, in the Sentra, NISMO starts to assume real significance.

              That is, assuming you avert your gaze from the engine room, where the NISMO carries the same turbo 1.6-liter as the equally new Sentra SR Turbo, with 188 horsepower and 177 pound-feet of torque. Instead, focus on the NISMO’s reinforced cowl, floorpan, and rear bulkhead. Notice the new rear dampers, and the revised tuning of the front struts and electrically assisted power steering. The Michelin Pilot Sport A/S 3+ tires, in size 215/45ZR-18, are an inch larger and 10 millimeters wider than what’s available on any other Sentra.


              There’s also a lot of red. Or, as the Italians would say, rosso. (Or in German, rot.) There are red accents on the front and rear fascias, and on the rocker panels, mirrors, steering wheel, seats, and center console. Heck, even the O in NISMO, the taillight lenses, and the honeycomb in the catalytic converters glow red. (That last one’s a guess.) And if you were wondering how, if the entire tach is red, it can indicate where redline is, Nissan has your answer: It turns from solid red into red hash marks. Duh.

              But the hue does come with benefits. The seats it adorns are tremendously comfortable and supportive, having been designed with real humans in mind (and not just the slender jockeys most automakers chasing a sporting clientele imagine as their buyers). The NISMO’s ride is well controlled and comfortable, tauter than that of a Volkswagen GTI but without punishing the occupants. The handling skews more toward understeer than neutrality, but the car’s reflexes are sharp enough that it’s still fun. The steering is weighty and quick—if devoid of feel—and the pedal calibrations make it so easy to heel-and-toe that you’ll find yourself doing it unconsciously every time you even brush the brake pedal rolling into a lazy 45-mph curve or easing up behind a tractor-trailer on a crowded freeway. If all you do is stomp the middle pedal, the Sentra NISMO will stop from 70 mph in just 156 feet, which would have tied it for the win in our last test of $40,000 scorching hatches.



              The speed is harder to come by than it is to dissipate. The 1.6 needs to wrap most of the way around the tach in first before meaningful power arrives, but the thrust is consistent from there on, and the gears in the six-speed manual (a CVT is available) are spaced such that the engine drops right back into the meat of the torque curve with every red-hash-mark shift. It’s satisfying to hustle, if slow; 7.0 seconds pass before 60 mph arrives. And it does need more rip in the exhaust note, for as is, there are dairy-barn levels of mooing. There are other specters of cheapness. In the example tested here, pressing the steering-wheel-mounted radio and cruise-control buttons honked the horn. And the headliner had a mouse-fur look to it not seen since GM’s darkest days.

              While the $25,855 NISMO is a huge improvement over other Sentras, it’s no better than any of its competition, which includes some of the best performance values on the market—Volkswagen GTI, Ford Focus ST, even the Mazda 3. But it’s a strong indicator that NISMO might take on a deeper meaning for the brand’s mainstream cars. And what it means more than anything else is that we’d like to see how good NISMO could make the Sentra if the Sentra itself were a better starting point.
              Xuongaomua Hưng Việt
              Tủ đông denver:D:D
              Nông sản Dũng Hà:coolphoto::coolphoto:
              giaxefordranger.com;);)

              Comment


                Hello All,
                I need some advice with lowering the front of my car a bit more.
                Here's my set up:

                Billy Sports
                H&R Sport Coupe
                e90 Drop Hats
                All Pads in
                No A/C Compressor (don't think this matters but I've seen people mention it)

                If I could find a set of Keith's 15mm Drop hats I'd try that, also considering removing front spring pads, but I'm not super fond of that idea. I've heard people cut the dead coil off the spring to get it lower. I guess H&R Race/IE3s have the same ride height with increased spring rate...

                Budget around $350 for this, as any more and I should really just do coils. Looking for easier cheaper solutions because I just did a full suspension refresh and don't want to have to buy all new stuff all over again.



                Thanks,
                Matt
                Last edited by MattZC; 06-26-2017, 07:48 AM.

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                  I'll post pics of my set up shortly, it's full GC. I was searching this thread for pics of ground control camber plates installed for correct orientation. I was verbally told the info by my GC contact but a pic is worth a thousand words.

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                    Is there a height comparison pic/chart of various manufacturers' rear lowering springs?

                    I am running Catuned coils on my 87 and the rear is just too high. I will be taking the retch out completely but it won't give me enough.

                    I have been running 15x8 with really big tires, which I do not mind and even with that setup it is way to high. But now want to switch things up and the current height wont work with the new setup at all.

                    Thx.
                    Old


                    Where I am trying to go with the new. Front will go all the way down, but the rear is maxed out.

                    Thanks in advance


                    Sent from my iPhone using Tapatalk

                    Comment


                      Is there a height comparison pic/chart of various manufacturers' rear lowering springs?

                      I am running Catuned coils on my 87 and the rear is just too high. I will be taking the retch out completely but it won't give me enough.

                      I have been running 15x8 with really big tires, which I do not mind and even with that setup it is way to high. But now want to switch things up and the current height wont work with the new setup at all.

                      Thx.
                      Old


                      Where I am trying to go with the new. Front will go all the way down, but the rear is maxed out.

                      Thanks in advance


                      Sent from my iPhone using Tapatalk


                      Sent from my iPhone using Tapatalk

                      Comment


                        Originally posted by Zacm829 View Post
                        Street Mode:

                        20161207_162257_HDR by Zachary Murray, on Flickr

                        Which wheels are those? They look real nice. The logo is just a bit too blurred for me to see it.

                        EDIT: Correct me if I'm wrong but I think they're 17" APEX ARC-8. Still curious about what offset and/or how wide they are, and what tires are on there.
                        Last edited by Stuffing; 08-02-2018, 11:36 AM.

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