Our in house engineering team equipped with vehicle sensors, data loggers, and shock dynos design and develop cutting edge application specifications.
We spend considerable resources on RnD for each applications before it is released. Individual application tuning issues once identified were addressed with exhaustive development cycles till they met our high standards. Every component and application specifications have been repeatedly refined until our expectations were satisfied.
A vehicle is equipped with data acquisition sensors to collect vehicle specific data over a range of real world driving conditions. Suspension geometries are measured to determine motion ratios of the shocks, springs, and sway bars (among other factors) that is needed for development.
This information helps us determine the target natural frequency and critical damping coefficients for each application. This testing procedure is common for car manufacturers and professional race teams, but is highly unusual in the aftermarket performance industry. We felt this was the only way to ensure the results our customers expect of us.
Shock valving profiles are created and then verified on state of the art Roehrig® 2VS and 3VS shock dynoes. The engineering team uses these tools coupled with our knowlede and ability to ensure optimized performance and repeatability is built into every shock we produce. Roehrig® is the gold standard for shock test equipment and is used by many other top tier suspension manufacturers competing in professional race series around the globe.
Different chassis require different valving profiles, linear or digressive. We take each chassis and adapt our valving to meet the needs of the specific application - whether it has a particularly high natural frequency, low roll stiffness, needs a lower damping coefficient, or some other requirement. Based on the vehicle’s attributes, we shape the damping curve to best provide inspiring performance, fast response, and a superb ride quality.
When a performance enthusiast is considering a suspension for a dual-purpose vehicle, he or she often looks at the spring rates to help determine if a suspension will be a good fit. However, there are many other factors that influence the performance and usability of a suspension system.
Our first criteria is to use our vehicle models to determine the application’s target natural frequencies. The natural frequency is essentially the relationship between the vehicle’s sprung mass and the spring rate. If the application has a high natural frequency (high spring rate), the ride will feel very firm with minimal body roll, however the ride quality can suffer. Our tuning philosophy is to have a relatively higher natural frequency for dedicated sports cars like the Toyota 86 or Honda S2000, and a bit lower for a more practical enthusiasts’ vehicle such as a Subaru WRX to better suite passenger’s needs. In either case we always strive for a ride quality that would be described as “firm” but never “harsh”.
Our team focuses on ensuring our products have sufficient suspension travel for a variety of surfaces. When you are hitting berms and bumps we strive to keep all of your wheels connected to the pavement as bouncing off of the bumpstops is neither fast nor fun. We spec a generous amount of stroke as a baseline, then measure actual suspension travel with position sensors over a variety of surfaces to ensure your suspension offers enough stroke to handle bumpy corners at speed.
Our in house engineering team equipped with vehicle sensors, data loggers, and shock dynos design and develop cutting edge application specifications.
We spend considerable resources on RnD for each applications before it is released. Individual application tuning issues once identified were addressed with exhaustive development cycles till they met our high standards. Every component and application specifications have been repeatedly refined until our expectations were satisfied.
A vehicle is equipped with data acquisition sensors to collect vehicle specific data over a range of real world driving conditions. Suspension geometries are measured to determine motion ratios of the shocks, springs, and sway bars (among other factors) that is needed for development. This information helps us determine the target natural frequency and critical damping coefficients for each application. This testing procedure is common for car manufacturers and professional race teams, but is highly unusual in the aftermarket performance industry. We felt this was the only way to ensure the results our customers expect of us.
Shock valving profiles are created and then verified on state of the art Roehrig® 2VS and 3VS shock dynoes. The engineering team uses these tools coupled with our knowlede and ability to ensure optimized performance and repeatability is built into every shock we produce. Roehrig® is the gold standard for shock test equipment and is used by many other top tier suspension manufacturers competing in professional race series around the globe.
Different chassis require different valving profiles, linear or digressive. We take each chassis and adapt our valving to meet the needs of the specific application - whether it has a particularly high natural frequency, low roll stiffness, needs a lower damping coefficient, or some other requirement. Based on the vehicle’s attributes, we shape the damping curve to best provide inspiring performance, fast response, and a superb ride quality.
Our in house engineering team equipped with vehicle sensors, data loggers, and shock dynos design and develop cutting edge application specifications.
We spend considerable resources on RnD for each applications before it is released. Individual application tuning issues once identified were addressed with exhaustive development cycles till they met our high standards. Every component and application specifications have been repeatedly refined until our expectations were satisfied.
When a performance enthusiast is considering a suspension for a dual-purpose vehicle, he or she often looks at the spring rates to help determine if a suspension will be a good fit. However, there are many other factors that influence the performance and usability of a suspension system.
Our first criteria is to use our vehicle models to determine the application’s target natural frequencies. The natural frequency is essentially the relationship between the vehicle’s sprung mass and the spring rate. If the application has a high natural frequency (high spring rate), the ride will feel very firm with minimal body roll, however the ride quality can suffer. Our tuning philosophy is to have a relatively higher natural frequency for dedicated sports cars like the Toyota 86 or Honda S2000, and a bit lower for a more practical enthusiasts’ vehicle such as a Subaru WRX to better suite passenger’s needs. In either case we always strive for a ride quality that would be described as “firm” but never “harsh”.
Our team focuses on ensuring our products have sufficient suspension travel for a variety of surfaces. When you are hitting berms and bumps we strive to keep all of your wheels connected to the pavement as bouncing off of the bumpstops is neither fast nor fun. We spec a generous amount of stroke as a baseline, then measure actual suspension travel with position sensors over a variety of surfaces to ensure your suspension offers enough stroke to handle bumpy corners at speed.
A vehicle is equipped with data acquisition sensors to collect vehicle specific data over a range of real world driving conditions. Suspension geometries are measured to determine motion ratios of the shocks, springs, and sway bars (among other factors) that is needed for development. This information helps us determine the target natural frequency and critical damping coefficients for each application. This testing procedure is common for car manufacturers and professional race teams, but is highly unusual in the aftermarket performance industry. We felt this was the only way to ensure the results our customers expect of us.
Shock valving profiles are created and then verified on state of the art Roehrig® 2VS and 3VS shock dynoes. The engineering team uses these tools coupled with our knowlede and ability to ensure optimized performance and repeatability is built into every shock we produce. Roehrig® is the gold standard for shock test equipment and is used by many other top tier suspension manufacturers competing in professional race series around the globe.
Different chassis require different valving profiles, linear or digressive. We take each chassis and adapt our valving to meet the needs of the specific application - whether it has a particularly high natural frequency, low roll stiffness, needs a lower damping coefficient, or some other requirement. Based on the vehicle’s attributes, we shape the damping curve to best provide inspiring performance, fast response, and a superb ride quality.
When a performance enthusiast is considering a suspension for a dual-purpose vehicle, he or she often looks at the spring rates to help determine if a suspension will be a good fit. However, there are many other factors that influence the performance and usability of a suspension system.
Our first criteria is to use our vehicle models to determine the application’s target natural frequencies. The natural frequency is essentially the relationship between the vehicle’s sprung mass and the spring rate. If the application has a high natural frequency (high spring rate), the ride will feel very firm with minimal body roll, however the ride quality can suffer. Our tuning philosophy is to have a relatively higher natural frequency for dedicated sports cars like the Toyota 86 or Honda S2000, and a bit lower for a more practical enthusiasts’ vehicle such as a Subaru WRX to better suite passenger’s needs. In either case we always strive for a ride quality that would be described as “firm” but never “harsh”.
Our team focuses on ensuring our products have sufficient suspension travel for a variety of surfaces. When you are hitting berms and bumps we strive to keep all of your wheels connected to the pavement as bouncing off of the bumpstops is neither fast nor fun. We spec a generous amount of stroke as a baseline, then measure actual suspension travel with position sensors over a variety of surfaces to ensure your suspension offers enough stroke to handle bumpy corners at speed.