Race Quality D2 Shocks
Race Quality D2 Shocks
I have a used set of D2 shocks sitting around and I decided to start a project. I'm going to have these shocks sent out to have the valving rebuilt. I'm going to do a baseline dyno to see what we have. I'm going to tear then apart and have a set of dyno'd matched springs installed and custom valving made to match the spring rates and have the adjustable valving set in the optimum postition for the spring.
I don't plan on spending over $1000 for parts or labor. I want to see if I can produce a well matched and great performing damper and spring coilover set out of these cheap coilovers. Dyno's will be posted and all will be revealed.
I'll probably use a set of swift springs. maybe the whole set will cost $250. I'm goign to ry and get articulating top maounts. maybe another $250 and the rest of the money in valving.
Anyone have any thoughts on how this may turn out given the small financial investment? Even I might be suprised with the results!
I don't plan on spending over $1000 for parts or labor. I want to see if I can produce a well matched and great performing damper and spring coilover set out of these cheap coilovers. Dyno's will be posted and all will be revealed.
I'll probably use a set of swift springs. maybe the whole set will cost $250. I'm goign to ry and get articulating top maounts. maybe another $250 and the rest of the money in valving.
Anyone have any thoughts on how this may turn out given the small financial investment? Even I might be suprised with the results!
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Joined: Oct 2003
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From: Marietta, Georgia
The reason external reservoir shocks are used in racing is to mediate the viscosity changes as the shocks heat up from the beginning to end of circuit.
Measuring shock body temperature with a contact probe [and flexible wires] or a removed fix and focused IR gun probe will educate you well into what happens and why.
Some of this can be simulated by running shock/springs on the dyno for extended periods.
"The temperature of hydraulic fluid in a shock absorber increases every time when high-energy impacts have to be absorbed by the system. This in turn will lead to drop of viscosity of the fluid. Thus at the fixed size of orifice's opening, the fluid's flow rate through the orifice is significantly higher compare to the rate at lower temperature. The high flow rate through the orifice will impose in the end a negative impact to the energy dissipating capability of the shock absorber. In other words, the high flow rate through the orifice will induce the degeneration of damping constant and hence shorten the lifetime of the shock absorber."
Measuring shock body temperature with a contact probe [and flexible wires] or a removed fix and focused IR gun probe will educate you well into what happens and why.
Some of this can be simulated by running shock/springs on the dyno for extended periods.
"The temperature of hydraulic fluid in a shock absorber increases every time when high-energy impacts have to be absorbed by the system. This in turn will lead to drop of viscosity of the fluid. Thus at the fixed size of orifice's opening, the fluid's flow rate through the orifice is significantly higher compare to the rate at lower temperature. The high flow rate through the orifice will impose in the end a negative impact to the energy dissipating capability of the shock absorber. In other words, the high flow rate through the orifice will induce the degeneration of damping constant and hence shorten the lifetime of the shock absorber."
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