MeisterR

MeisterR has been working over the past 2 years on the development of an amazing British engineered suspension. We didn't want to make something simply different, we wanted to make the best and compete with the best offerings on the market. We have finally arrived at the finish line and the new MeisterR GT1 Coilovers are finally ready. The GT1 coilovers are developed in collaboration between MeisterR and Black Art Design (BAD). BAD is a well known British suspension company responsible for many race winning cars. Their portfolio range from the DAX Rush, Noble, Classic Austin Martin, to the fastest privateer Ford RS200 in the Colorado Pike Peaks. The GT1 coilovers have many custom in-house made parts that are truly cutting edge engineering. As there are so many technical features on the GT1 coilovers, we are still compiling a presentation that can show off these features in an easy to read format. But here is a little teaser video I made up for the GT1 Coilovers The GT1 coilovers retail at £1650, and we want to provide a few benefits to members that may be interested. Here are a few points we are thinking about and we want the community's opinion. 1. Life-Time Warranty on hydraulic function to the original purchaser: That is right, the GT1 damper is built to such a high specification that technically speaking, unless it is physically damaged (such as a bent / scored shaft), it will continue to operate forever… even under racing condition. However, parts exposed to the element will wear over time so you really can't give a lifetime warranty on those, but the actual damper itself will continue to function for years, we are that confident of the quality. The warranty means, if you go to Nurburg every weekend and a damper failed after a run 3 years later, we will rebuild it for free. If you crash into the Armco and bent the rod, or run into the gravel and scored the damper shaft causing the damper to fail, then it isn't cover. Sounds pretty fair? 2. Upgrade from Zeta-S / Zeta-R / Europa to GT1 Coilovers: We feel that some MeisterR owners would want to upgrade to the GT1 in the future. So we want to make an upgrade program for those who have purchased the Zeta-S / Zeta-R / Europa coilovers. Our initial thought is, you can purchase a set of GT1 coilovers, and after installation you can send back your old set of MeisterR coilovers and we will refund you £350 (Around 50% of the purchase price) for your old set. That way you get a brand new set GT1 in your hand, and there is no need to try to sell the old set of suspensions or wait for a rebuild. So what do you think of the life-time warranty and the upgrade option with the GT1 Coilovers? Do you have anything else that you feel could be beneficial to the end user. We are always open to opinions and suggestions. Jerrick / Edwin

The Z33 suspensions actually is quite long, and that mean you can get quite a bit of adjustment in. If this is mainly for road use, I would stick to the OEM "in board springs" design. Front camber arms are useful (OEM are not adjustable). Rear camber arms may be needed (OEM have some adjustments, depends if it is enough). We have the Zeta-S in stock. You can see some pictures and reviews here: http://www.350z-uk.com/topic/71285-meisterr-pictures-and-testimonial-for-new-website/#entry1065904 Jerrick

Just to clarify we have our own specifications for the coilovers. So our internals are different to any other brand. I don't know about others but I assume the same for them too. Edwin

Hey Jerrick, Your website doesn't list the GT1 as available for the Z33? I'm glad I have the Zeta-S already, otherwise I'd be tempted with the GT1. It sort of a new development, but it has been going very well. The Zeta-S are nice all rounder, the GT1 just take that and raise the bar with more advanced internals. You have to admire British engineering still because what we have done with the GT1 are not things that had been done by many others in the world Jerrick

If anyone know someone searching for a special car, spread the word. Been twisting and rolling for a while about selling this car for a while. But MeisterR had moved on and that mean it is time for this car to go to someone else who will take care of it. Had this for the past 8 years and it was unique then and still unique today. It is one of those car that you can drive out anytime and it will always feel special, much more so then driving out in the R35 GTR. Jerrick

It depends on what you are looking for. For all around value for money, the Zeta-S does a great job. You can have a comfortable ride on softer setting for road use, and a stiffer setting will create a responsive suspension for occasional track days. And for those who are looking for advance suspension in the region of the Ohlins DFV, we now offer the MeisterR GT1 coilovers. The GT1 coilovers are design, machined, and hand build in the UK. They are design to be comfortable on the motorway, responsive on the fast road, and competitive on the track. We dare to say the GT1 is one of the most advance 1-way adjustable suspension on the market. And of course, they are much cheaper than the Ohlins DFV as the MeisterR GT1 coilovers is only £1550 including VAT and delivery. But it depends on what you are looking, but the Zeta-S and GT1 will fit the need of most owners depending on their budget. Jerrick

Sorry, as it was a prototype forged calliper (pretty similar to Endless / Project Mu) it got too expensive to market. I think to cost is somewhere in the region of £1800, and pretty much it would of been cheaper for owners to buy AP Racing brake kit. It was a while ago and the brake are quality. But sadly it isn't an item that would sale purely due to cost. Jerrick

This stunning widebody R32 GTR is the previous demo car for MeisterR Ltd. One of the most well known R32 GTR around, it has been featured in multiple magazines in around the world, such as Banzai, Max Power, High Performance Import, etc. Built using the highest quality and rare parts, many on this car are discontinued and no longer available; making this R32 GTR a unique car. Engine & Drivetrain: The engine are freshly serviced and are in great health. The gearbox is a freshly rebuild unit with less then 1000 miles on it. Cold oil pressure of 6 Bar and warm oil pressure of 2 Bar indicate healthy oil system. Only fully synthetic oil is used in the engine such as Gulf and Silkolene. Engine power are increased with a free flowing exhaust system comprise of a Trust front pipe and a custom made megaphone 4†HKS Titanium Drag Exhaust System. A pair of SARD intake filter helps the engine breath in. Boost pressure is increased to 0.9 bar using a Blitz SBC-ID boost controller and a Raising Sun Performance Stage 1 ECU. Splitfire Direct Ignition coil packs are also installed to make the most out of the increased fuelling. Gearbox shifts smoothly from 1st to 5th gears in any speed without any crunch. Clutch is healthy with progressive and strong bite, perfect for street use. Combined with a C’s Short shifter, the gears changes are quick and solid. An up rated LSD is also installed in the rear to help put the power to the ground and make use of the available traction. The combine result is 380 bhp that are extremely responsive and perfect for fast country road driving. Chassis & Braking: MeisterR being a UK suspension specialist benefit from a range of chassis upgrade. This GTR is installed with a set of MeisterR prototype Coilovers. The coilovers are custom build unit that are fully hand build in the UK. The coilovers are also fitted with Eibach ERS Springs (Front 8kg/mm, Rear 6kg/mm) to ensure consistency and accuracy. This prototype suspension is design to provide comfortable and compliant ride quality with responsive handling at the same time. The front and rear brakes are also changed to a set of MeisterR prototype forged calipers brake system. The forged calipers have 6-pistons and measure 355mm front and rear. These brakes were tested around the 3.66 miles Silverstone Arena GP and exhibited consistent and stable braking with no fade during fast laps around the circuit. A Nismo front strut brace and a Cusco rear strut brace further increase chassis rigidity. Interior: One of the highlights of this GTR is the rare parts used in its interior. The most noticeable is the pair of genuine Nismo bucket seat sitting on matching Nismo seat rails. These Nismo seat are discontinued and are no longer available for purchase new from Japan. The Seat is made of ECSAINE, an Alcantara material from Toray (inventor of Alcantara) that are only sold in Japan. It is one of the most rare and comfortable seats available for the GTR. A genuine carbon fibre dash cover by Top Secret also spice up the interior. An extremely rare piece that are also no longer being produce in Japan. This dash cover gives the interior a whole new exotic look and is sure to stand out from the crowd. Leather RAZO Gear knob, RAZO aluminium paddles, and a MOMO steering wheel complete the interior giving it a sporty yet sophisticated looks. Exterior: Without a doubt the most shocking feature of this GTR is how it looks. The edgy wide body kit gives this GTR a menacing look that is unrivalled. The wide body kits are composed of TBO front bumper and TBO side skirts. D-Speeds front grill and rear spoilers with custom gurney flap. Yanack front and rear GT wide fenders. Do-Luck rear bumper, Speed-R carbon fibre bonnet, and the Mine’s dry carbon wing mirror complete the menacing enhancement. The rears LED taillights are covered by a Tomei light cover (also discontinued). The GTR is finished in a stunning Lamborghini Grigio Avalon Metallic (PPG: 0049) that has to been seen to be appreciated. Wheels and Tyres: The unique ASSO Interspeed centre lock wheels were a limited production of 100 set worldwide. This unique wheel use an adaptor to change the standard 5 stud to a single centre lock design. As well as being rare, it also perfectly suits the GT style of the car. Toyo Proxes R1R in 265/35/18 wrap around the wheels. The R1R is a fully threaded Semi-Slick compound tyre that will work well on the track or on the road in the rain. These R1R have less than 3000 miles from new and are in great condition with plenty of tread left. The Bad Bits: There are a few holes on the driver side A-pillar trim where the gauges were, and some general wear and tear on the paint work (rock chips, scratch, etc). Otherwise, the is mechanically sound and ready to be driven away. Prices: This unique and high quality GTR was well cared for with no expense spare in acquiring top quality and rare parts. Considering the history of this GTR and the value of the unique parts The asking price is £12,995 ono I am willing to take P/X with cash going either way, but the P/X needs to be something I can sell on so please nothing too modified. If you have any questions, please feel free to PM me, E-mail me at info@meisterr.com, or call me on 07907 527333. Please note that this is my personal private car and therefore not a trade sale. Thank you for looking. Jerrick

In cases like this I am sort of in two mind on what to recommend. The MeisterR Zeta-S use the in-board springs so it is a bit easier to install as it use all the stock location. But lowering mean reducing damper travel, and if "stance" is something that is considered it may not be the best design. The MeisterR Zeta-R use a true coilover setup. This will make adjustments easier and also mean won't have to worry about damper stroke travel when lowering. However, because it does not use the stock mounting location, some people are worried. I have never ran across any problem in my experience (350Z, BMW E36, E46, etc), but owners still worry. It depends on what you want in this case. I am happy to help. Getting stance is one thing, but you got to design the suspension to have enough damper travel so the car remain comfortable... and more importantly, safe to drive. Jerrick

Also, there are 2 different version for the 350Z. The standard inboard springs setup, and a true coilovers setup. We use the inboard springs setup on our Zeta-S, and the true coilover setup on the Zeta-R. Both have its pro and con, it depends on what you want. Jerrick

MeisterR Sponsored Team MnM Michael Marshall have secured the title of the Super Professional class in the 2013 British Drift Championship. We have been excited of the result and I thought I throw a little short film together to celebrate. I also included a little driver feedback of the MeisterR coilovers from our champion driver at the end. The movie wasn't professionally filmed or edited (All done by me, and most say I should just stick with working on suspension), so any pointers welcome also. Hope you enjoy it. Jerrick

The inboard springs design are very common in the European circle, almost all BMW use it. There are advantage and disadvantage... but one of the main advantage is cost. The inboard springs design are cheaper to produce, also require less accuracy on the springs. For a performance point of view, both suspension design work... but most prefer a true coilover design as it feel more accurate. It is also easier to tune the suspension with true coilovers as it will have a much closer relationship between the actual springs rate and the wheel frequency. That is why most "race" suspension system you see for BMW will have a true rear coilover design. I hope that helps. Jerrick

If you are after a set of high end suspension that will provide comfort and handling at the same time, the MeisterR GT1 will fit your bill. We just finish development of this new suspension and the entire unit will be hand build in the UK. They are design to give good ride characteristic on the road where you can drive comfortably on the motorway at the same time provide great steering response on the twisty road. Arrive at the track, turn the damper up, and have a competitive suspension that will provide sharp handing characteristic, great traction, and will not heat fade from hard use. The GT1 RRP is set at £1550, as we are aiming to provide similar characteristic as the Ohlins DFV but at a more sensible and affordable price. If you have any questions, please feel free to let us know. Jerrick

Well, I haven't had any complain about ride height adjustments on the Zeta-S (OEM in-board springs design) or the Zeta-R (True Coilovers rear design). i also think the MeisterR are slightly cheaper with the 10% member discount. Jerrick

One thing I have to admit is that when it comes to finding the talent and experience of pushing the envelope of motorsports, we Brits still got it. Working with a few firms I realise how many engineers are involved with top tier world class motorsport (F1, WRC, etc) are located right here in UK. We may not have all the "Hype", but boy... can we build something that will work where others cannot. As for the GT1 suspensions, I am just doing the final test as I don't want to be offering them until I am 110% happy with them. So I hope to get everything tested in the next few weeks so I can offer them once I cross all the "t" and dots all the "i". Jerrick

We got a few test car already, a Nissan R35 GTR, Lexus SC430, and a Mazda MX5. All have their own trait so we want to test the GT1 for its all rounder ability on different cars. It is a common misconception, especially been driven by expensive Japanese suspension that are rock solid. The thing to remember is that suspension's job is to keep the tyre on the ground to generate traction. If you have a suspension and the tyres are skipping over the road surface, it isn't generating any traction. In short, everything does boil down to the 4 bit of rubber that is touching the ground. A good suspension need to control body movement, while at the same time retain traction... this is especially true for a road car using road tyres. A race car suspension can be very stiff because they are driving on a flat surfaces on slick tyres, this is a completely different ball game to a road suspension, and require a very different tune. A good suspensions should be nice to ride on, and shouldn't feel nervous of skiddish. And that is what we have been offering with the Zeta-S / Zeta-R for a few years already. It is mainly because of the accuracy that we need to achieve. We have an in house 3-axis CNC machine, but it wasn't able to produce the complex shape we need for the GT1 piston. So we gave the design to an engineering firm that we use, and even they had to buy new high-speed drill bit to produce the GT1 piston. There are part of the piston that are less than 0.5mm thick... That is why accuracy is very important. That is why we rather get these piston CNC in the UK so we can check over a batch and immediately reject it should any measurement be out of tolerance. But our guy is good, very good. So for the sake of the minor price difference (once you factor in cost of shipping, etc), I rather pay more to get something right the first time, than to pay less and get something wrong twice. Jerrick

I try to keep it simple without going in too technical. There are 2 part to the working of the piston, the actual piston itself, and the shims that are sitting on it. What these part are design to do is control the characteristic in which the oil go from one side of the piston to the other. How easy or difficult is it for the oil to get pass at a certain speed is what define the characteristic of the dampers. In basic terms, the piston is just a piece of metal with holes in it, that is covered by the shims to control the oil flow. Most suspension uses a simple mass produced piston that are "press" out and then machine flat. This process is simple, inexpensive, and produce relatively accurate piston specification. The rest depends on the shim stack and how a supplier design them... that is where MeisterR expertise comes in. But in short, one can easily use the same piston and design the suspension for road use or race use simply by adjusting the shims on top... the limitation on what you can do will normally be base on the design of the piston. It is a balancing act of getting the right performance at the acceptable price point, and that is what we have been doing with the Zeta-S / Zeta-R for years with great success. What what is so special about the MeisterR GT1, Ohlins DFV, Quantum, etc... Why are they twice the price? and what makes them feel so different than the cheaper products? The simple answer is by using advance engineering and precision machining, we can get around the limitation that the "simple" piston cannot do. On the MeisterR GT1, we have 2 system in there. The SFV (Sequential Flow Valve), and the PAC (Pressurised Air Chamber) design into the piston. The SFV is a series of small valve that are design to open up in sequence. What this allow the suspension to do is react to small movement that normal piston cannot react to. And since they open up sequentially, they actually can control small movement in incremental level until the main valve open to achieve full flow. The result is comfort on the motorway (small movement) and sharp steering response (full flow) all achieve at the same time. These small valve are all precision drilled, and it also require a very high level of accuracy. Due to this needed accuracy, all GT1 piston have to be individually CNC machined out of aluminium here in the UK. The PAC is a new engineering concept that we incorporated into the GT1. By having a small air chamber inside the piston, it allows the oil in the chamber to "vibrate" against the air chamber. Similar to having air in the brake line that cause spongy brake. This mean the MeisterR GT1 suspension can actually react to suspension movement that are so small and fast that a normal suspension will not be able to react to at all, such as driving over ribbed concrete. In short, the PAC almost act like a piston inside the piston, and it is a solution that we engineered here in the UK in house that will not be found in any other suspension manufacturer. Both the SFV and the PAC are incorporated into the GT1 piston, couple that with knowledge and understanding of the shim stack, the ending result is a very capable suspension that do well everywhere.... on road and on track... I hope that give a little insight into what we are doing in MeisterR. While we don't claim to be the "best", we certainly have the understanding and the technical ability to hang with the big boys such as Ohlins... and the GT1 are sure to give them a good run for their money especially when we setting the RRP at £1550 inclusive of VAT. Jerrick

Let me throw in my 2p and see if it helps out. First, this really depends on the budget of the owners. What you will be looking is best value for money, not the best suspensions. Moving on to the actual brands, it depends on how the suspension are design and how it is specified. MeisterR specify our suspension with the UK uneven roads in mind, both the Zeta-S and the Zeta-R coilovers. What that mean is that our suspension on softer setting will provide a compliant ride over the uneven road surfaces while retaining traction. On harder setting, they will be responsive for the occasional track days. We aim to provide the best value for money at the "Under £1000" mark. Moving onto more expensive suspension such as our newly developed GT1. The GT1 use advance engineering and bespoke precision manufacturing to provide high quality damping characteristic. What this mean is that the GT1 are design to be a "better" suspension everywhere. It will provide more comfort for motorway driving, more response on fast uneven country road, and still be compliant over bumps. We aim to provide the level of damping quality that Ohlins DFV provide, but at a much cheaper price. So far from all the testing, we are very happy at what we achieved. Suspension setup is subjective, it vary between driver. This is why having a damping adjustment is very useful because it mean driver can tune the suspension to their personal preference. Having control over the suspension and ride characteristic will deliver much more driver confidence and allow the driver to enjoy the car more on those occasion where you just want to push the car a little harder over your favourite stretch of road. If anyone have any other questions, please feel free to let me know. Jerrick

Well, we are here as a trader so we are able to provide info. We have quite a few choice for the Z33 350Z also. Entry performance with at an affordable price. Zeta-S: Rubber bushed top mount, standard inboard springs rear design. This a direct replacement that provide good all around performance on fast road and occasional track days. Zeta-R: Pillowball Front top mount, true coilovers rear design. This is design to provide better steering response, easier adjustments, and are design for owners who want more control over their suspensions. The springs rate are conservative so the Zeta-R will still work well on fast road and will not be harsh. Money no object: (well, to a degree). We have been working on the GT1 suspension to provide for this need. A UK engineered and hand build suspensions with 25 years worth of suspension experience. The GT1 takes the Zeta-S / Zeta-R body, then add advance engineering and technology to create a suspension that will rival the like of Ohlins. While price is higher (RRP: £1550), they are still affordable and will be one of the most advance and high performance suspension you can buy within the price bracket. The GT1 are design for fast road and track use, and is a suspension that will do everything well due to the advance design of the piston that are each individually CNC machined in the UK. Jerrick

If you want the rear toe arms, we have them in stock. The MeisterR Zeta-R coilovers is a true coilover design also. http://www.cyberspee...ex&cPath=77_124 Jerrick

If you don't want the True Coilovers, we have the MeisterR Zeta-S Coilovers available. Retain the OEM inboard springs design, but stay with adjustable mono-tube damper for better performance. We do offer the true coilover design in the Zeta-R if that is what others are after.

From feedback of members, I apologise if readers feels the post is biased towards Meister R products, this is not my intention. As suggested in the title 'MeisterR Coilovers Rust Report & Care tips' this post is to give information to the community regarding caring for coilovers, it is simply an informative post. As a result of an information post we did not run a salt spray test on every coilovers on the market to compare, the rusting coilovers in the photo I took, prompted me to make this post so that people who spend good money on coilovers can avoid such corrosion on their products- be it Ohlins, Teins, JIC, Cusco, HSD etc ASTM B117 is a standard salt spray testing procedure. As stated on the photos, the left photo shows the tube body under going the salt spray test, and the right photo shows the salt spray test result after 120 hours. The results shows there were no corrosion to the tube body even after 120 hours when compared to a new tube body. The salt spray test was done to re-assure myself of my products as well as helping my customers make informative decisions, not to compare against other brands. Ensuring our products are of high quality is standard practice at MeisterR. If customers would like to see other brands salt spray test results to compare before buying, I suggest they contact the brand directly, I'm sure they will be more than happy to provide such information. Regarding the MeisterR coilovers on our demo R32 GTR isn't a daily driver as I posted. It does get use to go to show, track and drag during the summer time, it also attends the odd show and car meet during the winter time. The car also drives in the rain, that is one reason why it is on Toyo R1R tyres and not semi-slick like the R888. When I state I don't wash the suspension, I mean I do not purposely wash the suspensions. We do give the arch a wash (like you would during any car wash) when we wash the car. But we do not jet wash the suspension on a weekly basis and grease them up on a monthly basis like some manufacturer indicate as proper maintenance. While MeisterR "Black Chromium" plate is a durable anti-corrosion coating, the extra care tips provided will help prolong the condition of any coilovers. As mentioned this information will be helpful to owners of any coilovers. Jerrick

Corrosion (rust) protection is a major concern for an enthusiast when considering coilovers. Corrosion can cause adjustable components to seized and prevent any further adjustments, especially in the UK where harsh road salt is used during the winter months. It is extremely important that the anti-corrosion coating is durable in order to protect steel damper body. If the anti-corrosion coating is not durable enough, it can be eroded easily by the weather leaving the damper unprotected. Once the coating has perished, the unprotected steel damper body can corrode (rust) within weeks. In the picture above, the anti-corrosion coating at the forward facing part of the damper had eroded leading to corrosion build up on the damper body. Corrosion did not set in on the rear facing part and the upper part of the damper where the anti-corrosion coating are still intact. This is an example of a weak anti-corrosion coating that is not durable enough against wear from the environmental condition it has been in. Many potential customers had asked us about corrosion protection of the MeisterR Coilovers. Therefore, we want to show some pictures of the testing and a real life example of what you can expect from MeisterR coilovers. All MeisterR dampers are anodised in "Black Chromium". The "Black Chromium" coating has been tested in a salt spray test under ASTM B117 standard for 120 hours with no corrosion. This coating was tested to be stronger and more durable than most anti-corrosion coating that are commonly found in the market such as Zinc or Chrome. MeisterR's Demo R32 GTR has been using a standard set of Zeta-R coilovers coat in "Black Chromium" since the summer of 2009. The coilovers had been replaced with a new prototype coilovers that MeisterR are currently developing in summer of 2012. What that means is we have an example of how a set of MeisterR coilovers endure 3 years of real life road use. While this R32 was not a daily driver, it does get used often. We have never jet wash the suspension or put any type of grease on them. We did not give the suspension ANY maintenance let alone "proper" maintenance over the past three years. While we should have followed our own advice and put some white lithium grease on the dampers and with proper care. We wanted to test the long term durability of the "Black Chromium" plating and therefore intentionally neglected all care. This is how the rear coilovers looked after being exposed to the elements for 3 years. As you can see in the picture, there is some corrosion on the steel damper body (as anyone would expect after 3 years of use). The top mount, collars and the brackets are in great condition as they are made from T6061 aluminium. 3 years old damper: Before Cleaning. We did not use any fancy tools or chemicals: all we used were, a can of WD40, a can of brake cleaner, and a few bits of cotton rags. We decided to take all the aluminium collars off to show that they are not seized up, and wipe everything over with some WD40. 3 years old damper: After Cleaning Shines up well and we are impressed with the result and the performance of the "Black Chromium" plating. MeisterR Damper Care Tips: 1. We would recommend coating any metal to metal surfaces with white lithium grease prior to installation. This is especially true for MacPherson Strut suspension as the steel lower bracket will heat cycle along with the damper body, causing them to bind after prolong usage. Therefore, application of grease will greatly reduce the risk of seizing. 2. We would recommend putting a layer of white lithium grease on the damper thread as an extra layer of protection. While damper body should be protected by an anti-corrosion coating, a little bit of extra protection never hurts. We suggest white lithium grease as it is easy to spray on, wash off, and re-apply. We hope this will give some visual evidence about the corrosion protection that goes into every set of MeisterR Coilovers. If anyone has any concerns, please feel free to contact us at info@meisterr.com Jerrick

In case anyone know, we have the Cyberspeeds Front and Rear camber arms in stock for the Z33 also. A little bit cheaper than SPC, and available from stock. Jerrick

I am probably slightly bias on the polybush vs rubber mainly because of my experience with Honda replacement arms. Many polybush product is either too harsh, fail prematurely, or both. Where rubber bush normally last much longer and are much more compliant overall. Some of the harder rubber compound do a good job at absorbing NVH while still be stiff enough to provide the needed precision. They normally are the best of both world because they have long service life also. Jerrick