{"title":"Subaru BRZ\/Toyota GR86","description":"\u003cp\u003eA curated offering of product to improve driving, road and track. \u003c\/p\u003e","products":[{"product_id":"koni-gts-coilover-kit-for-toyota-gr86-subaru-brz","title":"KONI GTS COILOVER KIT FOR TOYOTA GR86\/SUBARU BRZ","description":"\u003ch2\u003e\u003cspan\u003eKONI GTS Coilover Kit\u003c\/span\u003e\u003c\/h2\u003e\n\u003ch3\u003e\u003cspan\u003eStreet \/ Track\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eThe BRZ is already a very good chassis from the factory, so the goal with a suspension kit like this isn't to completely change the character of the car. It's really about adding more control and adjustability for someone who is using the car harder than the factory suspension was necessarily designed around, while still keeping the car enjoyable on the street.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThat's where we think the KONI GTS fits well. This is a good option for someone who daily drives or regularly street drives the car, but also does autocross, HPDEs or track days. A pretty normal use case would be running a good ultra-high-performance summer tire on the street and then switching to a 200TW tire for track events. The GTS gives you enough damping, camber and ride-height adjustment to support both without turning the car into something that only works well at the track.\u003c\/span\u003e\u003c\/p\u003e\n\u003ch3\u003e\u003cspan\u003eDamping adjustment\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eFor street driving, we would generally recommend staying toward the softer side of the adjustment range and letting the suspension move. The car still needs to deal with real roads, expansion joints, potholes and uneven pavement, and there isn't much benefit in making it unnecessarily stiff just because the adjustment is there.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eAt the track, you can increase rebound damping to give the car more support during braking, turn-in, acceleration and transitions. The nice part about the KONI adjustment is that it is simple enough that most drivers can actually understand what they're changing and feel the difference without needing to become a suspension engineer.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThere are more sophisticated dampers available with separate compression and rebound adjustments, remote reservoirs and more tuning range, but for a dual-purpose car that complexity isn't always necessary. KONI has already done the basic development work around the application, so the driver is really fine-tuning the car around tire choice, road conditions and how the car is being used.\u003c\/span\u003e\u003c\/p\u003e\n\u003ch3\u003e\u003cspan\u003eFront camber adjustment\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eThe adjustable front top mounts are one of the more useful parts of this kit on the BRZ and GR86.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFor street use, something in the neighborhood of -1° to -1.5° of front camber is a reasonable starting point for most cars, depending on ride height, tire and driving style. That keeps the car sensible for normal driving and helps keep tire wear reasonable.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWhen you switch to a 200TW tire and start driving the car harder on track, the requirement changes. Moving closer to -2.5° to -3° of front camber can help keep the outside shoulder of the tire from getting overloaded, improve the contact patch through the corner and add front grip. That can also help take some understeer out of the car while keeping the basic balance of the chassis intact.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThose aren't fixed numbers for every car. Alignment always depends on the tire, track, ride height and driver, but having that range available is valuable because the car can be set up differently for street and track use instead of forcing one compromise alignment to do everything.\u003c\/span\u003e\u003c\/p\u003e\n\u003ch3\u003e\u003cspan\u003eComplete suspension package\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eAnother thing we like about the GTS is that it is a complete package with dampers, springs and upper mounts. You don't have to disassemble the factory suspension and reuse a bunch of parts to install it.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThat matters more than it might seem, especially for someone who plans to keep the car for a long time. The original suspension can stay assembled and be stored away, which makes it much easier to return the car to stock later if you sell it, change direction with the build or simply decide you want the original setup back.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe kit also uses standard-size linear springs, which gives an experienced shop some flexibility later if the owner wants to change spring rates without replacing the entire suspension.\u003c\/span\u003e\u003c\/p\u003e\n\u003ch3\u003e\u003cspan\u003eWhy KONI?\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eKONI has been involved in motorsport for decades, including rallying, Formula One and a long history of club-level racing and performance driving. That history is relevant because adjustable dampers for dual-purpose street and competition cars are not a new idea for them.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWhat matters more to us is that KONI has a long track record of building dampers that are reasonably simple, durable and understandable to the driver. The GTS follows that same approach. It gives the driver meaningful adjustment without adding complexity that most street\/track owners won't use.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThere are definitely more expensive suspension systems available for the BRZ and GR86, and some of those systems offer more capability. If the car is being built primarily for competition, or the driver is experienced enough to take advantage of independent compression and rebound adjustment, that extra capability can make sense.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFor a lot of drivers, though, the better investment is a well-developed suspension like this and then putting the rest of the budget into tires, track time, instruction and actually using the car. That's really the type of product we want to focus on at 1W\/car: good parts that solve a real problem without convincing someone they need more hardware than their use case requires.\u003c\/span\u003e\u003c\/p\u003e\n\u003ch3\u003e\u003cspan\u003e1W\/car Recommendation: Ride Height\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eJust because the GTS is height adjustable doesn't mean the goal should be to lower the car as much as possible.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFor a street\/track BRZ or GR86, we generally recommend somewhere around 15–25 mm lower than factory ride height. That gives you a useful reduction in center of gravity and a little more aggressive stance without giving away too much bump travel or pushing the suspension geometry farther than necessary.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eLowering a MacPherson-strut car changes more than just the appearance. Control-arm angle, roll-center height, bump travel and steering geometry all move as the car gets lower. At some point the lower center of gravity stops being the only thing that matters, because you're also reducing the amount of suspension travel available and changing the geometry the car was designed around.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFor a mostly street-driven car, we would usually stay around 15–20 mm lower than stock. That keeps more ground clearance and travel while still giving the car the benefits of a modest drop. For a car that spends more time on track, 20–25 mm lower can make sense, especially when the alignment and tire setup are being tuned around that ride height.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWe generally don't recommend going lower than about 25 mm on a dual-purpose car unless there is a specific reason for doing it and the rest of the suspension setup is being adjusted to support it.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe point of height adjustment is to put the car where it works best, not simply where it sits lowest.\u003c\/span\u003e\u003c\/p\u003e\n\u003ch3\u003e\u003cspan\u003eCorner balancing\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eThe threaded spring adjustment also gives the installer some ability to fine-tune corner weights. With the driver's weight in the car, or an equivalent ballast, and a representative amount of fuel, small changes in ride height at each corner can be used to improve cross weight and make the car more consistent in left- and right-hand turns.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eNot every street car needs to be corner balanced, but if you're already installing a height-adjustable suspension and using the car regularly at the track, it makes sense to at least understand what the adjustment is capable of and consider having it done during the final setup.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eOur preferred order is pretty simple: set the ride height, corner balance the car if the use case justifies it, and then do the final alignment.\u003c\/span\u003e\u003c\/p\u003e\n\u003ch3\u003e\u003cspan\u003e1W\/car Autocross Setup\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eWe also offer an optional autocross setup for the GTS that uses a higher rear spring rate to help the car rotate more easily in tight, low-speed transitions.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThis is specifically aimed at autocross, where the car spends a lot of time in quick direction changes and the driver may want a more neutral or slightly more rotation-biased balance than we would normally recommend for a street-driven car.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe option adds $200 and includes the alternate rear springs. We do not recommend this setup for normal street use, because the balance change that helps the car rotate at an autocross can make the car less forgiving and less comfortable in everyday driving.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eFor most street\/track customers, the standard GTS spring package is the better choice. The autocross setup is really for someone who already knows that autocross performance is the priority and wants the rear of the car to work a little harder to help the car change direction.\u003c\/span\u003e\u003c\/p\u003e","brand":"one with car ","offers":[{"title":"Default Title","offer_id":67587454075131,"sku":null,"price":1800.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0831\/7871\/7435\/files\/koniGTSBRZ1.webp?v=1790536105"},{"product_id":"momo-prototipo-steering-wheel","title":"MOMO Prototipo Steering Wheel","description":"\u003ch3 class=\"h3\"\u003ePrototipo Description\u003c\/h3\u003e\n\u003cdiv class=\"max-w-3xl mt-4 prose product-description-prose\"\u003e\n\u003cp\u003eThe MOMO Prototipo Steering Wheel is a classic timeless design suitable for all generations of vehicles:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003eDiameter: 320mm and 350mm\u003c\/li\u003e\n\u003cli\u003eDish: 0mm (320) or 39mm (350)\u003c\/li\u003e\n\u003cli\u003eIconic holes in brushed black or brushed aluminum spokes for reduced weight\u003c\/li\u003e\n\u003cli\u003eLaser-engraved \"Prototipo\" on the spokes\u003c\/li\u003e\n\u003cli\u003eHorn Button Color: Black with Yellow MOMO Logo\u003c\/li\u003e\n\u003cli\u003eStitch Color: White\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/div\u003e","brand":"1W\/car","offers":[{"title":"350mm","offer_id":67588707320059,"sku":null,"price":300.0,"currency_code":"USD","in_stock":true},{"title":"320mm","offer_id":67588707352827,"sku":null,"price":270.0,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0831\/7871\/7435\/files\/Prototipo-Black.png?v=1790546124"},{"product_id":"bilstein-pss-coilvover-kit-for-toyota-gr86-subaru-brz","title":"BILSTEIN PSS COILVOVER KIT FOR TOYOTA GR86\/SUBARU BRZ 47-330733","description":"\u003ch2\u003e\u003cspan\u003eBILSTEIN B14 (PSS) Coilover Kit\u003c\/span\u003e\u003c\/h2\u003e\n\u003ch3\u003e\u003cspan\u003eStreet+\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eThe BRZ and GR86 are already very good street cars, so the goal with the B14 isn't to completely change their character. It's to add more chassis control, reduce some of the factory body movement and give the car useful ride-height adjustment while keeping it comfortable and easy to live with.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWe think the B14 makes the most sense for a car that spends most or all of its time on the street with a good ultra-high-performance summer tire, something like a Michelin Pilot Sport 4S. The damping is fixed rather than externally adjustable, but for this use case we see that as part of the appeal. The springs and dampers are matched and the valving has already been developed specifically for the BRZ\/GR86, so you can set the ride height, get a good alignment and drive the car.\u003c\/span\u003e\u003c\/p\u003e\n\u003ch3\u003e\u003cspan\u003eSprings and damping\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eThe B14 uses progressive springs rated at \u003c\/span\u003e\u003cstrong\u003e\u003cspan\u003e257 lb\/in front and 378 lb\/in rear\u003c\/span\u003e\u003c\/strong\u003e\u003cspan\u003e. The front-to-rear numbers shouldn't be compared directly because the suspension motion ratios are different at each end of the car, but the resulting package is well balanced for performance street use.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe factory-set damping is also why we classify this as Street+ rather than Street\/Track. If the car isn't going to the track, we don't think you necessarily need to pay for damping adjustment that you aren't going to use. If regular track days and 200TW tires are part of the plan, we'd move to an adjustable suspension such as the \u003c\/span\u003e\u003cstrong\u003e\u003cspan\u003eBILSTEIN B16 PSS10\u003c\/span\u003e\u003c\/strong\u003e\u003cspan\u003e or another Street\/Track package. The extra grip and higher chassis loads make the ability to add damping support much more useful.\u003c\/span\u003e\u003c\/p\u003e\n\u003ch3\u003e\u003cspan\u003eMonotube and inverted-strut construction\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eOne of the reasons we like the B14 is the damper construction itself. A monotube damper uses a relatively large working piston and physically separates the damper oil from the pressurized gas with a floating dividing piston. That gives the damper good response and helps keep the damping consistent as temperature and workload increase.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe front takes this a step further with an \u003c\/span\u003e\u003cstrong\u003e\u003cspan\u003einverted monotube strut\u003c\/span\u003e\u003c\/strong\u003e\u003cspan\u003e, which is particularly useful on a MacPherson-strut car. The larger outer structure of the damper is supported inside the strut housing with low-friction bushings, giving the assembly a lot of stiffness and a better way to manage the side loads generated during cornering than a conventional small shaft-up strut.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe inverted layout also allows the internal piston rod to remain relatively small, reducing the amount of gas force trying to extend the damper. That's something we like in a suspension design. The spring should provide the spring force while the damper controls the movement of that spring. An inverted monotube strut costs more to manufacture than a basic twin-tube strut, but there are real benefits in strength, low-friction operation, durability and damping consistency.\u003c\/span\u003e\u003c\/p\u003e\n\u003ch3\u003e\u003cspan\u003e1W\/car Setup Recommendation\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eThe B14 has roughly \u003c\/span\u003e\u003cstrong\u003e\u003cspan\u003e10–30 mm of available lowering\u003c\/span\u003e\u003c\/strong\u003e\u003cspan\u003e, but we generally recommend setting a street-driven BRZ or GR86 about \u003c\/span\u003e\u003cstrong\u003e\u003cspan\u003e15–25 mm lower than factory\u003c\/span\u003e\u003c\/strong\u003e\u003cspan\u003e.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eCloser to 15–20 mm makes sense if ground clearance and everyday usability are priorities. Around 20–25 mm gives the car a lower center of gravity and a more purposeful stance while still retaining reasonable suspension travel.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eGoing lower isn't automatically better. As a MacPherson-strut car is lowered, you're also changing control-arm position, roll-center height, bump travel and steering geometry. For this type of street build, we don't see much reason to go beyond about 25 mm unless there is a specific reason for doing it. Ride-height adjustment should be used to put the suspension where it works best, not simply to see how low the car can go.\u003c\/span\u003e\u003c\/p\u003e\n\u003ch3\u003e\u003cspan\u003eTop mounts\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eFor the B14, we recommend retaining the \u003c\/span\u003e\u003cstrong\u003e\u003cspan\u003efactory rubber top mounts\u003c\/span\u003e\u003c\/strong\u003e\u003cspan\u003e. They preserve the isolation, durability and low noise that make sense on a street car, and we don't recommend adding spherical-bearing camber plates to this package. If the car is being used hard enough on track that it needs substantially more front camber and spherical mounts, we'd also want adjustable dampers and would recommend moving to a more track-focused suspension rather than trying to turn the B14 into something it isn't.\u003c\/span\u003e\u003c\/p\u003e\n\u003ch3\u003e\u003cspan\u003eAutocross\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eThe B14 is already pretty well balanced for occasional autocross use. For someone who wants to move the balance farther toward rotation and make the car more responsive in tight transitions, we can also develop the rear spring setup around that use case.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eBecause the B14 uses fixed damping, we want to be sensible about how far we move away from the spring rates the dampers were designed around. If autocross is an important part of how you use the car, \u003c\/span\u003e\u003cstrong\u003e\u003cspan\u003econtact us for a setup consultation\u003c\/span\u003e\u003c\/strong\u003e\u003cspan\u003e and we'll look at the tire, intended use and chassis balance before recommending a spring change.\u003c\/span\u003e\u003c\/p\u003e\n\u003ch3\u003e\u003cspan\u003eWhy we trust BILSTEIN\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eBILSTEIN is one of the established names in suspension, with decades of experience supplying original-equipment manufacturers as well as a long history in rallying, endurance racing and other forms of motorsport. They manufacture dampers at a scale that very few aftermarket suspension companies can match, and that engineering and manufacturing experience is one of the reasons we're comfortable recommending the product for a car that's going to accumulate real street mileage.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe German engineering is also apparent in the hardware. The monotube construction, inverted front struts and application-specific spring and damper tuning aren't features added to make the specification sheet longer. They're proven ways of building a strong, consistent and durable performance damper.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThat's ultimately why we like the B14. It isn't the most adjustable suspension available for the BRZ or GR86, and it isn't trying to be. It's a well-developed street suspension from a manufacturer we trust, with the hardware and damping quality to improve the car without adding complexity the owner doesn't need.\u003c\/span\u003e\u003c\/p\u003e","brand":"one with car","offers":[{"title":"Default Title","offer_id":67597442187515,"sku":"47-330733","price":1340.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0831\/7871\/7435\/files\/1wcbilsteintoybaru1.jpg?v=1790626263"},{"product_id":"bilstein-b16-pss10-coilvover-kit-for-toyota-gr86-subaru-brz-48-330725","title":"BILSTEIN B16 (PSS10) COILVOVER KIT FOR TOYOTA GR86\/SUBARU BRZ 48-330725","description":"\u003ch2\u003e\u003cspan\u003eBILSTEIN B16 PSS10 Coilover Kit\u003c\/span\u003e\u003c\/h2\u003e\n\u003ch3\u003e\u003cspan\u003eStreet \/ Track\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eThe BRZ and GR86 are already very good chassis from the factory, so the goal with the B16 isn't to reinvent the car. It's to add more control and useful adjustment for someone who still drives the car regularly on the street but knows autocrosses, HPDEs or occasional track days are part of the plan.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe B16 uses the same relatively street-friendly \u003c\/span\u003e\u003cstrong\u003e\u003cspan\u003e257 lb\/in front and 378 lb\/in rear progressive spring rates\u003c\/span\u003e\u003c\/strong\u003e\u003cspan\u003e as the B14, but adds 10-position damping adjustment. That makes it a good step up for someone who may run a UHP summer tire on the street and switch to a moderate 200TW tire for events.\u003c\/span\u003e\u003c\/p\u003e\n\u003ch3\u003e\u003cspan\u003eAdjustable damping\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eFor normal street driving, we'd generally stay toward the softer part of the adjustment range and let the suspension work. At an autocross or track day, additional damping can be added to support the higher grip and chassis loads, then brought back down for normal driving.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe adjustment changes the damping as a package rather than giving you separate compression and rebound controls. That's appropriate for this type of suspension. There is enough adjustment to make a meaningful change without turning the car into a suspension-development project.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eIf you know you'll never track the car, the B14 probably makes more sense. If you know events are part of the plan, this is where the B16 earns the additional cost.\u003c\/span\u003e\u003c\/p\u003e\n\u003ch3\u003e\u003cspan\u003eMonotube and inverted-strut construction\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eThe B16 uses monotube dampers with a large working piston and a dividing piston that keeps the pressurized gas separated from the damper oil. That helps provide responsive and consistent damping as the shock works harder and temperature increases.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe front uses an \u003c\/span\u003e\u003cstrong\u003e\u003cspan\u003einverted monotube strut\u003c\/span\u003e\u003c\/strong\u003e\u003cspan\u003e, which is particularly useful on a MacPherson-strut car. The large outer structure handles the side loads generated during cornering while the internal damper components can operate with relatively low friction. The design also allows a smaller internal piston rod, helping reduce unnecessary gas force trying to extend the damper.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eIt's more expensive construction than a basic shaft-up twin-tube strut, but there are real advantages in strength, durability and damping consistency.\u003c\/span\u003e\u003c\/p\u003e\n\u003ch3\u003e\u003cspan\u003e1W\/car Setup Recommendation\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eFor a dual-purpose BRZ or GR86, we generally recommend \u003c\/span\u003e\u003cstrong\u003e\u003cspan\u003e15–25 mm lower than factory\u003c\/span\u003e\u003c\/strong\u003e\u003cspan\u003e. We'd stay closer to 15–20 mm for a car doing a lot of street mileage and move closer to 20–25 mm as event use becomes more important.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eLower isn't automatically better. Ride height also changes suspension geometry and available bump travel, so we'd rather preserve enough travel for the suspension to work properly than lower the car simply because the adjustment is there.\u003c\/span\u003e\u003c\/p\u003e\n\u003ch3\u003e\u003cspan\u003eCamber, sway bars and tires\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eOnce you're running a 200TW tire and regularly attending events, additional front camber can become useful for grip and tire wear. This is also where we can start considering camber-adjustable top mounts, although we're careful with spherical-bearing designs on street cars because of the additional noise and vibration they can introduce.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe same applies to sway bars and spring rates. The standard B16 package is already well balanced, but some autocross drivers may want more rotation or roll stiffness. Because the dampers are adjustable, we have some room to make modest spring-rate changes or use sway bars to tune the balance without making the main springs unnecessarily stiff for street use.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eIf you're getting to this point, \u003c\/span\u003e\u003cstrong\u003e\u003cspan\u003etalk to us before adding parts\u003c\/span\u003e\u003c\/strong\u003e\u003cspan\u003e. We'll look at the tire, alignment, intended use and what you're actually trying to change before recommending anything.\u003c\/span\u003e\u003c\/p\u003e\n\u003ch3\u003e\u003cspan\u003eWhy we trust BILSTEIN\u003c\/span\u003e\u003c\/h3\u003e\n\u003cp\u003e\u003cspan\u003eBILSTEIN has decades of experience in OE suspension development and motorsport, and that background shows in the product. The monotube construction, inverted front struts, matched spring rates and application-specific damping aren't there just to create a longer specification sheet. They're proven ways of building a durable, consistent performance suspension.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eWe also put a lot of value on the engineering already in the BRZ and GR86. There are absolutely opportunities to improve a production car, but an aftermarket part isn't automatically an upgrade because it's adjustable, brightly anodized or expensive.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eOur approach is to make the \u003c\/span\u003e\u003cstrong\u003e\u003cspan\u003efewest changes necessary to get the result you're looking for\u003c\/span\u003e\u003c\/strong\u003e\u003cspan\u003e, using parts we trust to perform and last.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThe B16 isn't a full track suspension, and we don't want to pretend it is. It's a very good \u003c\/span\u003e\u003cstrong\u003e\u003cspan\u003eStreet \/ Track\u003c\/span\u003e\u003c\/strong\u003e\u003cspan\u003e package for someone who wants to keep the usability of the car but knows they're going to start asking more from it at events.\u003c\/span\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cspan\u003eThat's where we think it belongs.\u003c\/span\u003e\u003c\/p\u003e","brand":"one with car","offers":[{"title":"Default Title","offer_id":67597471645947,"sku":"48-330725","price":2470.0,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0831\/7871\/7435\/files\/48-330725BilsteinBRZB16.webp?v=1790627878"}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0831\/7871\/7435\/collections\/onewithcar_brz1.jpg?v=1790543947","url":"https:\/\/www.onewithcar.com\/collections\/subaru-brz.oembed","provider":"1W\/car","version":"1.0","type":"link"}