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Understanding Rebound

Hope this works out, it’s funny but every time I do this, I feel like I make it worst. Ha Ha. Understanding the difference in shocks and all the terms is a lot to understand, so that is why I am going to break it down to just three shock builds. 1st the standard build, 2nd low speed bleed with high speed valving and 3rd zero-point valving.

Standard build shocks or one you may see as a 2-5 or a 5020, now you need to understand that the call out will not determine which way the valving is (comp or reb) or (reb-comp) but most of the time when you see a 2-5 it is compression than rebound and funny enough if your talking to an older guy it will be that way too. And when you see a 5020 number a lot of the time it is Rebound-compression and that is because of what we have all done in the past. But what this means the most is they have standard bleed system in them, and it is not real aggressive on the low speed, allowing the weight to transfer back and forth in the car. This is what we have done for many years and now are trying to get away from. The low speed is not high enough to control the front of the car and the spring rates we run but allows for a nicer ride and more feel in the car.

lowspeed nose.png

The difference at 3" is 150 lbs of car control in the slick and is the difference between a standard shock and a shock with low speed in it. 

The low speed bleed shock or a shock with low speed nose. This can be done a few ways and that is where a lot of shock guys come in with all their fancy talk about low speed car control and how they are doing it. The easiest way to build rebound in a shock is to remove the bleed and sometimes this is a good way to do it too. By doing that you increase the low speed (car control) while maintaining high speed (strength) and having a pretty good overall shock. Like anything as it is over done than you start to run into problems with both the shock and the car.

We build a lot of shocks like this and we leave bleed in them to help control the car and leave some weight transfer in them. Bleed makes traction or grip on the tire because of the weight is being applied to the tire. Sample of those shacks are:

  1.   RF1-50+130 (7-2)

  2.   RF1-75+130 (8-2)           Modified spring rates: 500 to 700 lbs

  3.   RF1-100 (9-2)                 Stock car spring rates: 900 to 1200 lbs     

  4.   RF1-125 (10-2)

  5.   RF1-150 (11-2)

We build these shocks with bleed and they run good on heavier springs allowing weight to be transferred to both the front and rear tires.

3rd is the Zero-point shock, which in most cases has little to no bleed in it and is based more on the zero point of the shock. Sometimes the high-speed part of this shock doesn’t grow as much as the zero point or low speed. This is a harder to understand shock but by adding less bleed and more preload we get a higher zero point or resistance to movement which holds the car better or longer in that position, more rebound effect. Most often used with bumps and soft springs these shocks have a lot to offer in both configuration, bumps and no bumps. In the chart it shows a standard shock and a zero-point shock together.


Shocks we build in a zero point:

  1.   RFGF- 200

  2.   RFGF- 250

  3.   RFGF- 300

  4.   RFGF- 400

  5.   RFGF- 500

  6.   RFGF- 600

  7.   RFGF- 700

  8.   RFGF- 800

The high speed may very from 700 to 1300 pound at 10” on the dyno, on our builds. This is some of the stuff we do, other people will do bigger numbers and I am sure, in most cases, you will think it is better just because the number is bigger. This is enough to get the job done for all classes that we race in, or it is in our shock. Also, we don’t jump from a 200 to a 250 because the effect is not big enough, we just offer different steps depending on the application.

dyno sheet.jpg
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