1. Back the wing nut all the way off (counter
clockwise) on the inflation tool before screwing
the unit on to the Schrader valve.
2. Tighten the hex-nut coupler on to the Schrader
valve. Do not over-tighten, or damage may occur
to
the valve or unit.
3. Turn the wing nut clockwise until it stops. This
will push in the valve core of the Schrader valve
and allow gas to enter the shock.
4. Pressurize the shock to the desired pressure
through the valve stem on the inflation unit.
···use nitrogen gas only···
5. Back the wing nut all the way off (counter
clockwise) on the inflation unit.
6. Remove inflation unit from the shock.
For Stealth Series shocks, gas may be dropped to 25 PSI less than the recommended settings to enhance driver feel in slick track conditions.
EXAMPLE:
310-40194 Shock recommended gas pressure - 75 PSI may be run at 50 PSI
without risk of cavitation or performance loss.
Stealth Series shocks may also be run with up to 250 PSI for extreme rough,
hooked up track conditions.
Double adjustable shocks may be run from 30 PSI in the slick to 250 PSI
in the rough.
Recommended starting pressures: 50 PSI.
Front Shock Adjustments
TIGHTEN CORNER ENTRY
Increase compression Left Front Shock
Increase compression Right Front Shock
LOOSEN CORNER ENTRY
Decrease compression Left Front Shock
Decrease compression Right Front (makes car steer more positive)
TIGHTEN CORNER EXIT
Decrease rebound Right Front Shock.
Decrease rebound Left Front (side bite)
LOOSEN CORNER EXIT
Increase rebound Right Front Shock (holds car on right front spring longer).
IN GENERAL
Stiffening rebound in Right Front will make car steer more positive on corner, middle, and exit
Stiffening front compressions tightens car on corner entry
Left Rear Shock Adjustments
TIGHTEN CORNER EXIT
Increase gas pressure on Left Rear Front Shock.
Decrease rebound in Left Rear Behind Shock.
Example: 6/4 to a 6/2.
NOTE: By decreasing rebound in Left Rear Behind Shock you will increase instant traction, but may decrease continuous traction
MAKE CAR STEER MORE POSITIVE ON CORNER ENTRY
& MIDDLE
Increase gas pressure on Left Rear Front Shock.
This will “hold” car on right front during deceleration & will increase positive steering.
Increase compression in Left Rear Behind Shock.
NOTE: May cause looseness feeling on deceleration
when “dumping” the throttle excessively.
ADDITIONAL ADJUSTMENTS
Left Rear Front Shock may also be run on Clamp Bracket instead of Bird-cage. This should be done when “hike up” is needed more than normal (High-banked or super slick racetracks). By putting Left Rear Front Shock on clamp, you will have more “Instant Traction”, as shock will wrap with axle tube on acceleration.
Right Rear Shock Adjustments
TIGHTEN CORNER ENTRY
Decrease compression Right Rear Shock.
TIGHTEN CORNER EXIT
Decrease compression Right Rear Shock.
Increase rebound in Right Rear Shock.
LOOSEN CORNER ENTRY
Increase compression Right Rear Shock.
LOOSEN CORNER EXIT
Increase compression Right Rear Shock.
TIGHTEN CORNER MIDDLE
Decrease compression Right Rear Shock (on throttle).
Increase rebound Right Rear Shock.
LOOSEN CORNER MIDDLE/EXIT
Decrease rebound Right Rear Shock (on throttle).
*Will allow car to stand off Right Rear Spring and turn down the track.
TIGHTEN CAR ON CORNER ENTRY
•Raise left side frame mounted panhard bar on
•Stiffen left front springLOOSEN CAR ON CORNER ENTRY
•Raise panhard bar on pinion mountTIGHTEN CAR ON CORNER EXIT
•Increase left rear biteLOOSEN CAR ON CORNER EXIT
•Decrease left rear biteTO MAKE CAR STEER MORE POSITIVE ON
CORNER ENTRY AND THROTTLE
•Soften right front spring
TO TIGHTEN CAR OVERALL
•Raise center of gravity height (raise ballast, left
side ride heights)
•Stiffen left side springs
•Decrease right rear trail (shorten right side 4 link
rods 2 turns at a time)
•Reduce stagger
TO LOOSEN CAR OVERALL
•Increase stagger
Left Rear 4 Link Rod Adjustments
TIGHTEN CORNER EXIT
Raise Left Top 4 Link Rod on chassis.
Lower Left Bottom 4 Link Rod on chassis. By lowering Left
Bottom 4 Link Rod on chassis, you hold spring load longer
in Left Rear Behind during chassis “hike up”. Although this
will create traction, the adverse effect is often a mid corner
throttle push because roll steer is reduced.
TO TIGHTEN CORNER ENTRY
Lower Left Bottom 4 Link Rod on chassis (More noticeable
on throttle than deceleration).
TO TIGHTEN CORNER MIDDLE ON THROTTLE
Lower Left Bottom 4 Link Rod on chassis.
Raise Left Top 4 Link Rod on chassis.
IN GENERAL
Raising Left Bottom 4 Link Rod on chassis will create more
“hike up” and more roll steer, therefore loosening car on throttle. Lowering Left Bottom 4 Link Rod on chassis will
hold more spring load on chassis “hike up” and promote
less roll steer, therefore tightening car on throttle.
BASIC SETUPRight Rear 4 Link Rod Adjustments
TO TIGHTEN CORNER ENTRY
Lower Right Bottom 4 Link Rod on chassis
TO TIGHTEN CORNER MIDDLE/EXIT
Lower Right Top 4 Link Rod on chassis
TO LOOSEN CORNER ENTRY
Raise Right Bottom 4 Link Rod on chassis
Raise Right Top 4 Link Rod on chassis
Lower Right Top 4 Link Rod on birdcage
TO LOOSEN CORNER MIDDLE
Raise Right Top 4 Link Rod on chassis
ADDITIONAL ADJUSTMENTS
To further enhance corner entry tightness, a shock and
spring may also be run behind the right rear axle on a clamp
bracket. During deceleration and braking, the rear spring
then becomes a braking spring that loads the right rear tire.
Recommended springs to start are 85-100# rear spring and
100-125# front spring, with the rear spring being loaded
3/8”-5/8”. Front shock should be a 3 valve compression and
rebound with a 2 compression, 3 rebound rear shock.
