2-way adjustable

In the motor racing range listed we use our twin-tube racing shock absorbers, adjustable in both compression and rebound mode. The damping forces can be set independently
of one another, at the piston rod end or on the base of the casing respectively.
The shock absorber setup differs significantly from that of our road suspension systems, and the setting range has been adapted specifi cally to meet the requirements for use in motor racing, for the particular vehicle. It is not just the absolute damping forces that are signifi cant for the design but also the course of the characteristic damping curves, particularly in relation the spring ratings used.

The structural design of the struts and shock absorbers takes into account the installation conditions in production cars. That means that the casings are appropriately shortened in order to use the max. travel, limited by the suspension design. Restrictions are, however, made in this context for Group N and rally cars in particular, which require a design to within plus or minus 30 mm of standard production height. The machined section of the piston rods corresponds with that of standard shock absorbers, with the result that the suspension systems can be used with standard top mounts. When our special aluminum racing support bearings are used, we also supply all necessary adapters. The complete racing suspension systems include all the parts required for adapting springs and shock absorbers. High-tensile racing springs are supplied.

3-way adjustable

In the motor racing range listed below, we use a mono-tube gas shock absorber with a compensator reservoir, adjustable
in rebound and compression mode (compression separately for low and high speed). The damping forces can be set independently of each other. Whereas the rebound adjustment is carried out at the top end of the piston rod, the compression damping is set by means of two adjusting screws on the
separately mounted compensator reservoir. The unique needle valve technology is essentially different from conventional valve technology, offering a large number of parameters in
order to achieve a truly customized and competitive setup. The wide and effective ranges of adjustment make it possible to react to changing track conditions and to tune the vehicle almost exclusively by adjustable shock absorber technology. The special shock absorber/valve technology makes it possible to use extremely low-viscosity oils, which in the end makes the shock absorber system extremely stable and insensitive to temperature changes.

The design and the overall lengths are determined by the
installation conditions or the specifications of the race series in question (such as DTC, ETCC). All shock absorbers are designed to accept top mounts with spherical bearings. Top mounts must be supplied for the installation of McPherson struts, or ordered from the table below. Standard top mounts or specially homologated designs can be used, if the internal diameter of the bearing is at least 14 mm. McPherson struts are produced exclusively upside down, and it is possible to use different systems for bearings and guides, depending on the purpose of the application. We differentiate essentially between standard plain bearings and the unique linear ball bearing solution for the reduction of guide friction. The compensator reservoir is connected to the shock absorber with aspecial high pressure hose. All connectors are equiped with special rotary compensators. In the case of applications without wheel guidance (e.g. non McPherson, rear axle or double wishbone) the reservoir can also be fi tted directly on the shock absorber. The following racing suspension systems are supplied with
high-tensile racing springs and all the spring adapter parts.

 
14-settings low speed rebound adjustment of a twin tube oil pressure damper.


twin tube bottom valve for compression adjustment





Aluminium racing suspensions Dodge/Chrysler Viper


VW Golf II/III suspension
strut inverted version with a
linear ball bearing