Intuitive shock settings

[Darrel Goheen]

Originally Posted by Mike Mans

On a really well-prepped surface, the tighter the shock settings that you can get away with - the faster it will be.

Hi Mike, with double adjustable shocks do you just loosen and tighten the compression or do you adjust both compression and extension? Thanks.

[Adger Smith]

When I was running a Stick the sidewall of the tire was always the first place that showed improvement in funny tire issues. Sidewalls could be tired, too..

[Mike Mans]

Originally Posted by Darrel Goheen

Hi Mike, with double adjustable shocks do you just loosen and tighten the compression or do you adjust both compression and extension? Thanks.

If you're on a really **** track, loosen the shock on both settings. Obviously the biggest impact will be the front shock in this scenario with an automatic transmission car. Poor starting line, get the front shock as loose as you can (in extension) and shift weight as far back - and sometimes even as high as you can to help plant and pitch rotate.

Loosening the extension on the rear shocks will help hit the tire harder into the track surface, and if your front shocks are loose enough and you've got enough weight in the back - you should be able to get it rolling.

On a good track, keeping weight low and to the middle or forward on the car will always be the fastest. But on bad tracks - you've gotta do what you've gotta do...

[joespanova]

Thanks Mike.
I've experienced all those scenerios too........
Before I lower the ride height back down I'll try just stiffening the rear shocks to find the fine line between too much separation and rattling the tires.
Whats complicated this is that I changed to new springs last year ( more rate ) as the old orginals had been in there since early nineties and were just junkyard springs when I installed back then. The new springs just naturally changed the ride height so to get the car back down I had to use the lowest holes on the floaters which in turn lowered the I.C. and so on............so I raised the car UP 1 hole and now the front of the bar is higher ( higher I.C. ). Just to see how the car would react. The problem arises where / when I want to limit the seperation with stiffer extension , potentially inducing the "basketballing " effect.
Seperation is typically not an issue with the low I.C. and it seems to me the best tuning "window" will be with the lower ride height / lower I.C.

[Darrel Goheen]

Originally Posted by Mike Mans

If you're on a really **** track, loosen the shock on both settings. Obviously the biggest impact will be the front shock in this scenario with an automatic transmission car. Poor starting line, get the front shock as loose as you can (in extension) and shift weight as far back - and sometimes even as high as you can to help plant and pitch rotate.

Loosening the extension on the rear shocks will help hit the tire harder into the track surface, and if your front shocks are loose enough and you've got enough weight in the back - you should be able to get it rolling.

On a good track, keeping weight low and to the middle or forward on the car will always be the fastest. But on bad tracks - you've gotta do what you've gotta do...

Thanks Mike. My fronts were on the loosest setting when I got it and I haven't changed it. I think I have the DA QA1 rears at 4 on compression and 5 on extension. I appreciate your help.