1. The shock package
should be softer overall when racing on dirt and when the
track is flatter when on asphalt.
2. Get your basic setup close to being balanced before trying
to tune with shocks. Shocks cannot solve basic handling
3. Higher-banked tracks require a higher overall rate of shock
as opposed to flat tracks. This is because of the higher
speeds and the extreme amount of downforce.
4. Shocks that are mounted farther from the ball joint should
be stiffer than if they were mounted close to the ball joint.
With each inch of travel of the wheel, the shock mounted
farther away will move at a lesser speed, meaning less
resistance to both rebound and compression.
5. Tune entry performance first. If there are no entry
problems, make small changes if you want to experiment to see
if entry can be improved. Entry problems include a tight car
or a loose car. The worst problem, by far, would be the
loose-in condition. Nine times out of 10 this is an alignment
problem and not shock related.
6. Tune exit performance last. If there are no exit problems,
don't make any significant changes. Exit problems can include
a car that pushes under acceleration or one that goes loose
under power. Be sure that you do not have a tight /loose
condition where the car is basically tight and goes loose just
7. On dirt tracks, reduce rebound settings on the left side
and decrease the compression rates on the right side for dry,
slick surfaces to promote more chassis movement. This helps to
maintain grip as the car goes through the transitional phases
of entry and exit.
8. On asphalt tracks, once the car has been tuned with shocks
for optimum entry and exit performance, increase the overall
rebound rates a small step at a time, especially on the left
side, to possibly increase overall performance. This is
especially good for low- to medium-banked race tracks. For
highly- banked tracks, the added rebound is not necessary or
RIDE HEIGHTS (GM
RIGHT FRONT: 5.00"
LEFT FRONT: 5.75"
SPRINGS (Heavy / Dry
LF:650# / 600# RF:700# /
LR:225# / 200# RR:200# /
Left Rear Weight)
LEFT SIDE: 52.5%
BASED ON 20 GALLONS OF FUEL
AND NO DRIVER
ALIGNMENT (Tie Rod Spacers 1.5")
TOE: 1/4 TO 3/8 OUT
LF: 3" RF: 2-3"
LR: 3" RR: 3-4"
(INCREASE RR TO 4" OFF-SET ON
EXTREMELY SMOOTH AND/OR DRY-SLICK TRACKS)
LF: 8# RF: 14#
LR: 8# RR: 10-12#
1"-2" Stagger in
Updated Jan. 2011