Dirt Late Models Super

Left Front 

The left front double adjustable shock is available with an internal droop spring to hold cross weight in the chassis. The internal spring length depends on what chassis you are racing to make sure the engagement is correct. The L.F. rebound and the internal spring holds cross weight in the chassis, which creates forward bite. Too much rebound pulls the tire off the ground and makes the chassis push mid-corner to exit. 

 The compression on the left front is adjusted for corner entry. If the chassis is tight on corner entry, you need to soften the compression. When the track dries out and your chassis gets free on entry, you stiffen the compression. After we dyno your shock, we will send you dyno sheets showing your complete adjustment range and recommend adjustment position. 

 

 Right Front 

The right front shocks are built with the flat line piston for the most digressive rebound dampening curve. Built with enough rebound to hold the front end down and keep the chassis turning in the middle of the corner, but not so much that it jacks the R.F. down. Too much rebound hurts forward bite, and too little rebound unloads this corner creating a push condition.  

 The low-speed compression needs to be soft enough to allow the chassis to get down on corner entry and enough high speed to keep the chassis from slamming the bump stop on corner entry. We have built special pistons just for the right front shock to accomplish these requirements. 

  

Right Front bump stops 

The right front bump stop for dry slick tracks is a medium to hard tree shaped bump. This bump stop works best on racetracks when the right front needs to stay down in slick slow conditions. 

The double bump spring package is still used on flat track conditions to keep the crossmember bottoming out on fast heavy conditions. This configuration also still works great on fast high back tracks by building rate at the end of the travel.  

   

 Right Rear 

The right rear shocks have a new valve curve that creates more traction than ever before but still creates enough high-speed control to run the cushion. This shock now has more high-speed control to stop the oscillation in the rough. This has always been the challenge to provide both requirements. The rebound range allows you to soften the rebound enough for heavy track conditions and then stiffen the rebound for maximum traction. After we dyno your right rear shock we will send you dyno sheets showing your complete adjustment range. We adjust this shock more than any shock on the car to accommodate changing track conditions. We now change the right rear spring load more than ever. The standard is a 225 spring with spring rubbers, or many customers prefer the double spring (inner & outer) combination for dry slick conditions. Whatever your spring combination is you need to stay on top of your load numbers as track conditions change throughout the night to create the correct balance. 

 

Left Rear 

The left rear (behind) shock and spring combination has become more critical than ever before with the requirements on this corner of the race car. Every chassis manufacturer has different heights and load requirements. We can create a good combination for you regardless of the brand of chassis that you are racing. This shock is normally a compression only adjustable base valve shock. 

 The left rear front mounted to the axle tube (clamp) shock provides enough extended rate to hold the left rear up and make sure the left rear corner does not fall and let the chassis lose the rear steer. A fine balance of compression dampening and gas pressure provides this combination. This shock’s main function is to create traction from the axle tube rotation. This shock is very critical in making sure you have the correct combination to develop maximum traction. This shock is a compression only base valve shock. 

 The left rear (front) birdcage shocks are used on chassis that don’t accept the axle tube shock. This shock is also critical in making sure the left rear corner does not fall and let the chassis lose the rear steer. 

 

Fifth coil 

The secret to this unit is to have a stiff rate for instant traction but create enough travel (3” to 3-1/2”in the slick) to make the torque arm pick up the chassis and plant the tires in the track. If you have less than 3” of travel, your chassis will not have maximum traction. We create this combination with the P/D fifth coil assembly. The 1st inch of travel is the stiffest rate with the 2nd and 3rd inch of travel getting softer for maximum travel. We have been running this unit for years, but it is high maintenance and if it is not clean, it will not work. We have just built new sliding floaters that are more dirt and dust friendly. We recommend dry graphite spray to be used on the moving parts after cleaning. We can update all old units with these new floaters and make this unit much more reliable. These shocks are available in rebound adjustable or non-adjustable models. 

The Base of the P/D 5th Coil Shock is a Non-Adjustable Small Body Twin Tube 1000 Series Shock.

The compromise of choosing the correct spring for off the corner traction or straight-away traction is over. With the Progressively/Digressive fifth coil assembly you can create the best of both worlds. The P/D unit mounts in the same positions as the conventional fifth coil assembly.

The Problem: A stiff fifth coil springs provides instant traction when the driver starts to pick-up the throttle off the turn, but loses traction halfway down the straight-away, because the rear tires break loose from too much spring rate. A soft fifth coil spring does not hook the rear tires to the ground instantly off the turn, but does provide good traction down the straight-away.

The Cure: The P/D was designed to provide better forward traction off the turn and all the way down the straight-away. The P/D assembly has maximum spring rate the 1st inch of travel, and from 1 inch to 4 inches of travel the spring rate decreases to provide a softer total spring rate. For example a standard 400.b. fifth coil with 3 inches of travel would have a total rate of 12oolbs. The P/D assembly using a 400/300 spring combination with 3 inches of travel would have a total rate of 926lbs.

The P/D assembly is a combination of two springs with a slider assembly held together with a small diameter shock in the center. For the first inch of travel, the fifth coil assembly primarily uses the long spring. After that the additional travel uses the combination of both springs providing the desired spring rate. A small diameter shock in the center of this assembly dampens the spring to control any undesired oscillation.

The Disclaimer: The P/D fifth coil assembly is not a cure for all ill-handling race cars. It will increase forward bite over a standard fifth coil assembly, but it will not take a race car that has poor forward bite because of a bad rear suspensions combination and make a winner out of that car.

The double bump spring allows you to have a dual stage bump spring rate, to keep the front end down. Now you can be as soft as possible, as long as possible, without bottoming out on the cross member.
The outer spring starts compressing the last 1” of travel of the right front. The inner spring engages the last 1/4” to 3/8” of travel. This allows the spring combination to travel more without coil binding the bump spring.
This bump spring package provides 500 lbs. of outer rate at 1” of travel. The inner spring allows up to 600 lbs. of rate the last 1/4” of shock travel. The spring cups provide support for the bump springs.
This system will not work on all shock bodies. You must have 6-1/2” of shock shaft available at ride height.

Package  – $4,840 with Four C/O Kits

Fronts – 4200 Series Mono Tube E-Model Double Adjustable

Left Rear Front – 4200 Series Mono Tube E-Model Compression Adjustable

Left Rear Back – 4000 Series Mono Tube E-Model Compression Adjustable

Right Rear – 3200 Series Mono Tube E-Model Double Adjustable

P/D Fifth Coil with springs (ready to bolt on)

Fronts

The 4200 Series shock is a large body mono-tube (gas) shock with a hard black anodized aluminum body and canister. This shock uses CNC machined aluminum internal parts designed for racing with no aftermarket parts.  These shocks contain the latest valving with a large diameter flat line piston for maximum front grip.  They are E-Model Eye Double Adjustable that include the new style adjusting wheels that allow the eyes to be removed easily to change bump stops.  This shock utilizes a base valve that is installed between the floating piston and the valving piston to isolate the pressure, allowing for substantial reduction in rod pressure.  These rebound & compression adjustable shocks contain check valves to ensure no bleed-over when adjusting the rebound dampening. This shock allows the racer to adjust the rebound and compression dampening completely independently. This shock allows for the rebound to be adjusted at the eye of the shock and the compression to be adjusted on the remote canister of the shock. This shock has a Schrader valve that allows fine tuning of the gas pressure. This shock will eliminate the need for extra shock inventory by creating one shock for each corner of your car.  This shock accepts 2 ½” I.D. springs and is available in  6”, 7”, & 8” shaft lengths.

Left Rear Back

The 4200 Series shock is a large body mono-tube (gas) shock with a hard black anodized aluminum body and canister that is compression adjustable. This shock uses CNC machined aluminum internal parts designed for racing with no aftermarket parts. These shocks contain the latest valving for maximum front grip.  They are E-Model Eye Adjustable and include the new style adjusting wheels that allow the eyes to be removed easily to change bump stops. The Compression Adjustable with the remote canister allows for substantial reduction in rod pressure which provides more grip.  This shock has a Schrader valve that allows fine tuning of the gas pressure.  The large body shock accepts  2 ½” I.D. springs and is available in  9” or 10″ shaft lengths.

P/D Fifth Coil

The Base of the P/D 5th Coil Shock is a Non-Adjustable Small Body Twin Tube 1000 Series Shock. The P/D assembly is a combination of two springs with a slider assembly held together with a small diameter shock in the center.  For the first inch of travel, the fifth coil assembly primarily uses the long spring.  After that the additional travel uses the combination of both springs providing the desired spring rate.  A small diameter shock in the center of this assembly dampens the spring to control any undesired oscillation.

Left Rear Front

The 4200 Series shock is a large body mono-tube (gas) shock with a hard black anodized aluminum body. This shock uses CNC machined aluminum internal parts designed for racing with no aftermarket parts.  This shock contains the latest valving with a large diameter flat line piston for maximum front grip.  This shock is E-Model Eye Adjustable that includes the new style adjusting wheels that allow the eyes to be removed easily to change bump stops.  This shock utilizes a base valve that is installed between the floating piston and the valving piston to isolate the pressure, allowing for substantial reduction in rod pressure.  This compression adjustable shocks contain check valves to ensure no bleed-over when adjusting the rebound dampening.  This shock has a Schrader valve that provides for fine tuning the gas pressure.  This shock accepts 2 ½” I.D. springs and is available in 9” or 10″ shaft lengths.

Right Rear

The 3200 Series shock is a small body mono-tube (gas) shock with a hard black anodized aluminum body and canister. This shock uses CNC machined aluminum internal parts designed for racing with no aftermarket parts.  These shocks contain the latest T/C valving for maximum traction.  This shock comes in A or B-Model Cockpit Adjustable.  The base valve design in this shock allows for very low gas pressure to be used and still function properly.  When combined with our canister option and the ability to run low rod pressure this shock has virtually no rod pressure build up and allows for maximum grip a driver can feel.  This shock allows the racer to adjust the rebound and compression dampening completely independently. This shock allows for the rebound to be adjusted at the eye of the shock and the compression to be adjusted on the remote canister of the shock. This shock has a Schrader valve that allows fine tuning of the gas pressure which provides for fine tuning of the chassis balance.  This shock will eliminate the need for extra shock inventory by creating one shock for each corner of your car.  The small body shock accepts 2 ½” I.D. springs & is available in 8” & 9” shaft lengths.