Here’s a quick synopsis of the suspension upgrades I’ve done to my car, a 1999 (12/98 build) 323i 5spd sport package with about 80k miles.
Installed Vogtland Sport Kit (part # 961075). This kit consists of a set of Vogtland sport springs and a set of Koni Sport (SA) struts and shocks. For reference, the springs are marked 951061VA (front axle) and 951062HA (rear axle), and if you were to buy a set of these springs, they come as part #951075. These are progressive rate springs. I’ve calculated the rates on these springs (initial/working/final) as about 130/150/180 for the front and about 360/450/550 for the rear. This makes them about 15% stiffer in the front and about 10% stiffer in the rear than the 1999 OEM sport springs. Again for reference, the OEM sport springs removed from my car are marked with one gray stripe in the front and two green stripes in the rear.
The Vogtland springs are stated to have a drop of 35mm (about 1.4 inches) front and rear in comparison to the standard (non-sport) OEM springs. Since the OEM sport suspension is lower by 15mm in the front and 16mm in the rear, the anticipated drop would be about 20mm front, 19mm rear. Actual drop on my car has been about 30mm in the front (about 1 3/16inches) and about 17mm in the rear (about 11/16 inches). I believe the difference between the expected and actual drop is due to the slightly more forward balance of the 1999 323i (51/49) as compared to some of the other versions, for example the 330i and ci which are much closer to 50/50.
The Koni’s are just straight up Koni Sport dampers with no “special” valving. Part numbers on the dampers are 8741-1390L (or R) for the struts and 8040-1271 for the shocks. I’ve currently got them set at 1 turn from soft in the rear and 1 ¼ turn from soft in the front.
I’m quite happy with the performance and ride quality. I’d describe it as sort of a “sport package plus” performance and feel, which while noticeably firm is rather smooth and definitely not harsh.
At the same time the suspension went in I also had installed
• Rogue Engineering Rear Shock Mounts
• New OEM strut bearings/mounts
• Meyle HD Control Arms
• Powerflex Control Arm bushings (also changed to the 66mm version instead of the OE 60mm)
• Powerflex Trailing Arm bushings
The net effect of all of these was to tighten back up the somewhat tired suspension. I chose the Powerflex bushings both for the bushing squirm reduction and expected longer lifetime. Along with the Meyle control arms, it is my hope not to need to do any more work on these parts for at least 100k miles. Performance wise, I’m happy with them. I believe there is little more transmitted vibration which is not necessarily bad and can also be viewed as more road feel. For me, the main effect is to remind me that I need to get around to replacing my tie-rods one of these days, but it’s not bad enough to make it seem urgent.
The other significant change made was to the alignment, where I reduced the toe front and rear, increased the front camber, and very slightly reduced the rear camber. My current settings are 0 toe and -1.1 deg camber front, 0.17 deg toe and -1.6 deg camber rear, all readings taken with the car unballasted. Since the Powerflex bushings don’t squirm as much as the OEM ones, it is possible (and reasonable) to run less toe without ill effects. My hope was to take advantage of this to simultaneously make the car a little more agile and improve tire wear. The additional camber up front has made a noticeable improvement in cornering grip After experimenting with various front toe settings, I’ve more or less settled on zero toe as providing the desired turn-in quality for this camber setting. I find the handling with this alignment to be agile at surface street speeds, but perhaps a little light at 80+ mph. Since I don’t spend much time at those speeds, I’ve got no sense of urgency to change it, but I’ll probably add a little more negative camber or a little more rear toe at some later date.
Installed Vogtland Sport Kit (part # 961075). This kit consists of a set of Vogtland sport springs and a set of Koni Sport (SA) struts and shocks. For reference, the springs are marked 951061VA (front axle) and 951062HA (rear axle), and if you were to buy a set of these springs, they come as part #951075. These are progressive rate springs. I’ve calculated the rates on these springs (initial/working/final) as about 130/150/180 for the front and about 360/450/550 for the rear. This makes them about 15% stiffer in the front and about 10% stiffer in the rear than the 1999 OEM sport springs. Again for reference, the OEM sport springs removed from my car are marked with one gray stripe in the front and two green stripes in the rear.
The Vogtland springs are stated to have a drop of 35mm (about 1.4 inches) front and rear in comparison to the standard (non-sport) OEM springs. Since the OEM sport suspension is lower by 15mm in the front and 16mm in the rear, the anticipated drop would be about 20mm front, 19mm rear. Actual drop on my car has been about 30mm in the front (about 1 3/16inches) and about 17mm in the rear (about 11/16 inches). I believe the difference between the expected and actual drop is due to the slightly more forward balance of the 1999 323i (51/49) as compared to some of the other versions, for example the 330i and ci which are much closer to 50/50.
The Koni’s are just straight up Koni Sport dampers with no “special” valving. Part numbers on the dampers are 8741-1390L (or R) for the struts and 8040-1271 for the shocks. I’ve currently got them set at 1 turn from soft in the rear and 1 ¼ turn from soft in the front.
I’m quite happy with the performance and ride quality. I’d describe it as sort of a “sport package plus” performance and feel, which while noticeably firm is rather smooth and definitely not harsh.
At the same time the suspension went in I also had installed
• Rogue Engineering Rear Shock Mounts
• New OEM strut bearings/mounts
• Meyle HD Control Arms
• Powerflex Control Arm bushings (also changed to the 66mm version instead of the OE 60mm)
• Powerflex Trailing Arm bushings
The net effect of all of these was to tighten back up the somewhat tired suspension. I chose the Powerflex bushings both for the bushing squirm reduction and expected longer lifetime. Along with the Meyle control arms, it is my hope not to need to do any more work on these parts for at least 100k miles. Performance wise, I’m happy with them. I believe there is little more transmitted vibration which is not necessarily bad and can also be viewed as more road feel. For me, the main effect is to remind me that I need to get around to replacing my tie-rods one of these days, but it’s not bad enough to make it seem urgent.
The other significant change made was to the alignment, where I reduced the toe front and rear, increased the front camber, and very slightly reduced the rear camber. My current settings are 0 toe and -1.1 deg camber front, 0.17 deg toe and -1.6 deg camber rear, all readings taken with the car unballasted. Since the Powerflex bushings don’t squirm as much as the OEM ones, it is possible (and reasonable) to run less toe without ill effects. My hope was to take advantage of this to simultaneously make the car a little more agile and improve tire wear. The additional camber up front has made a noticeable improvement in cornering grip After experimenting with various front toe settings, I’ve more or less settled on zero toe as providing the desired turn-in quality for this camber setting. I find the handling with this alignment to be agile at surface street speeds, but perhaps a little light at 80+ mph. Since I don’t spend much time at those speeds, I’ve got no sense of urgency to change it, but I’ll probably add a little more negative camber or a little more rear toe at some later date.
JPR = the man!! thanks for the writeup and pics man!
