Penske Racing Shocks Companies MAIN OFFICE NORTHEAST SOUTHEAST MIDWEST CANADA 150 Franklin St

Technical Manual 7000 Series Shocks (700, 7100, 7300, 7400, 7500 Series) Main Office Midwest West 150 Franklin St. 12666 US-12 2499 S. Stockton St. P.O. Box 1056 P.O. Box 666 Unit #1 Reading, PA 19603 Brooklyn, MI 49230 Lodi, CA 95240 (610) 375-6180 (610) 375-6190 Fax (517) 592-6681 (517) 592-3696 Fax (209) 368-5040 (209) 368-5119 Fax www.penskeshocks.com Authorized Penske Racing Shocks Worldwide Distributors PRS - AUSTRALIA PRS - CANADA PRS - U.K./EUROPE PRS - SOUTH AMERICA NTT Racing Competition Tire Canada SPA Design Saenz Hnos. (618) 8362-2113 (905) 684-7418 44 1 827 288 328 54 114 669-0956 (618) 8362-8811 Fax (905) 684-1774 Fax 44 1 827 260 528 Fax 54 114 485-3028 Fax

Table of Contents Page Hyraulic Tracking Damper Parts List ...... 2 Specifications and Installation Instructions ...... 3 7100 Series Shocks Parts List ...... 4 Specifications and Disassembly/Assembly Instructions...... 5 7500 Series Shock Parts List ...... 6 Specifications and Disassembly/Assembly Instructions...... 7 7300 Series Shock Parts List ...... 8 Specifications and Disassembly/Assembly Instructions...... 9 WC Head Valve Body Assembly Parts List...... 10 Single Adjustable Options ...... 10 Damping Adjusters ...... 11 Suggested Maintenance ...... 12 Trouble Shooting ...... 12 Valving General Valving Characteristics...... 13 A Guide To Damper Tuning...... 14 General Oval Track Tuning Tips ...... 15 Valving / Valve Stacks ...... 16 VDP and Digressive Valving Information Options...... 17 VDP 55mm Linear Base Shim ...... 17 Preload Shim Spacers...... 17 Pistons Flow Rate Through Multiple Bleed Holes ...... 18 Piston Selection ...... 19 Linear Piston ...... 20 Digressive Piston ...... 21 Velocity Dependent Piston (VDP) ...... 22 Damping Adjustments ...... 24 Dyno Graph Overview ...... 26 Notes ...... 30 VDP Sheet (blank) ...... 31 REV: 3/19/01 #4 1 Hydraulic Tracking Damper (HTD)

PART ITEM PART DESCRIPTION ITEM DESCRIPTION NO. NO. NO. NO. Hydraulic Tracking Damper 13 BU-10DU04 Bushing, DU .625 x .250 14 SH-HTD Shaft, HTD 1 MO-01 Rod End, .625 15 VW-99 Top Out Plate, 1.375 x .504 MO-03 Rod End, .750 16 VS-__ Valve Stack 2 SC-01 Screw, Socket Set, 1/4 -20 x 1/4 17 PB-HTD Piston Band, HTD 3 NT-01J Jam Nut, 1 - 14 18 OR-2025-B O-Ring, 2-025, Buna 70 Duro NT-07J Jam Nut, 1 1/8 - 12 19 PI-11004T Piston, 1o/1o, .020 Bld 45mm, thin 4 NT-04J Jam Nut, 5/8 - 18 20 NT-05R Ring Nut, 1/2 - 18 (Nyloc) 5 VW-13 Washer, Flat, .925 ID 21 RR-06 Wire Ring, .0625 Wire Diam x 1.900 6 OR-2312-B O_Ring, 2-312, Buna 70 Duro 22 PI-HTDR Piston, Reservoir, HTD 7 SP-HTD600 Spring, 4.5 x 1.125 ID x 600 LB (Optional) 23 OR-4219-B Quad Ring, 4-219, Buna 70 Duro SP-HTD900 Spring, 4.5 x 1.125 ID x 900 LB (Optional) 24 BD-HTD Body, HTD 8 SL-09 Shaft Wiper, .625, Poly (Blue) 25 IU-02 Air Valve, 1/8 NPT 9 BU-10DU08 Bushing, DU .625 x .500 IU-04 Valve Core, 2000 psi 10 SB-HTD Shaft Bearing, HTD 11 OR-2219-B O-Ring, 2-219, Buna 70 Duro IU-06 Valve Cap, High Temperature 12 OR-2114-V O-Ring, 2-114, Viton 90 Duro

2 HTD Specifications

Shock Extended Compressed Shaft Spherical Type Series Length Length Travel Bearing Weight HTD 7000 13.75" 12.5" 1.25" .625" 2.5 lbs.

Installation Instructions

To ensure correct operation of the unit, please follow the instructions shown below carefully.

Existing New HTD Overall Rod Length Length 26 12.125 27 13.125 28 14.125 29 15.125 30 16.125 31 17.125 32 18.125 33 19.125

1. Cut radius rod to correct length. 2. Drill 11/16 hole, 2 deep. 3. Cut 25o chamfer .500 long. 4. Tap 3/4 - 16 UNF to bottom of 11/16 hole. 5. Make sure threads are straight and concentric. 6. Screw track rod firmly up against the body of the damper.

3 7100 Series Parts List STANDARD STEEL BODY

PART ITEM PART DESCRIPTION ITEM DESCRIPTION NO. NO. NO. NO. Standard Steel (5", 7", 8", and 9" Travel) 11 PI-______* Piston 12 OR-2028-B O-Ring, 2-028, Buna 70 1 RR-16 Retaining Ring, 1.025 Spiroloc 13 VW-99 Top Out Plate, 1.375 x .500 2 MO-09 Monoball, .500 ID x 1.00 OD x .625W AS-76SB Assembly, Shaft Bearing Complete 3 BC-81__* Body Cap, 8100, (0o or 90o) (Includes Items 14-18) 4 IU-02 Air Valve, 1/8 NPT 14 BU-10DU10 Bushing, DU .625 x .625 IU-04 Valve Core, 2000 psi 15 OR-2221-B O-Ring, 2-221, Buna 70 IU-06 Valve Cap, High Temperature 16 SB-765 Shaft Bearing, 55mm 5 OR-2221-B O-Ring, 2-221, Buna 70 17 OR-2114-V O-Ring, 2-114, Viton 75 6 BD-71__* Body, Steel, 7100, (5", 7", 8", or 9") 18 SL-09 Shaft Wiper, .625 Poly (Blue) 7 JT-0__* Jet, (.000, .020, .040, .070, or .086 Bleed) 19 OR-2312-B O-Ring, 2-312, Buna 70 8 NT-02R Ring Nut, .500 x 20 20 SH-NA__* Shaft, Non Adjustable, (5", 7", 8", or 9") 9 VS-___* Valve Stack 21 NT-04J Jam Nut, .625 x 18 10 PB-55 Piston Band, 55mm 22 EY-70NA Eyelet, Non Adjustable See page 10 for Rebound Adjuster Option. * Incomplete Part Number NOTE: 7100 Series accepts a Coil-over Kit.

4 7100 Series Specifications

Shock Extended Compressed Shaft Spherical Type Series Length Length Travel Bearing Weight Standard Steel 7105 15.75" 10.75" 5" .5" 3.25 lbs. Standard Steel 7107 19.75" 12.75" 7" .5" 3.75 lbs. Standard Steel 7108 21.75" 13.75" 8" .5" 4 lbs.

Standard Steel 7109 23.75" 14.75" 9" .5" 4.25 lbs.

Standard Steel 710_ -SA + .25" + .25" 5", 7", 8", 9" .5" Same as Single Adjustable Above Weights

Disassembly/Assembly Instructions

Disassembly Instructions 1. Depressurize the shock, with the shaft pointing down. 2. Clamp the body cap eyelet in the vise with the shaft pointing up. 3. Unscrew the shaft bearing assembly from the shock body and remove the shaft assembly. 4. Drain the oil, when needed. Please dispose of properly. 5. Clamp the shaft eyelet in the vise with the piston pointing up. 6. Remove the 3/4" ring nut to access valving or to change the seals in the shaft bearing. 7. Inspect and replace the damaged o-rings and wiper if needed.

Oil level is from the open end edge of shock for specified travel lengths. 2.30 2.60 2.80 5" SHOCK - Oil level should be 2.30" from the bottom of shock body 2.90 7" SHOCK - Oil level should be 2.60" from the bottom of shock body 8" SHOCK - Oil level should be 2.80" from the bottom of shock body 9" SHOCK - Oil level should be 2.90" from the bottom of shock body Figure 1 9" SHOCK (8" shaft)-Oil level should be 3.35" from the bottom of shock body *NOTE: Penske Suspension Fluid (Silkolene Pro RSF 5 wt.) is recommended. Use of alternate fluids may have an adverse effect on the damper's internal sealing components. (ie: o-rings) 6. With the shock in the vise, thread the shaft bearing into the shock body and tighten. Not too tight. 7. With the shaft pointing down, pressurize to 100 psi (or to recommended psi for a specific track).

5 7500 Series Parts List

ITEM PART DESCRIPTION ITEM PART DESCRIPTION NO. NO. NO. NO. Short Track Special 13 NT-02R Ring Nut, .500 x 20 5", 6", 7", 8", and 9" Travel 14 VS-___* Valve Stack (Rebuildable or Sealed) 15 PB-55 Piston Band, 55mm 1 RR-16 Retaining Ring,1.025 Spiroloc 16 PI-______* Piston 2 MO-09 Monoball, .500 ID x 1.00 OD x .625W 17 OR-2028-B O-Ring, 2-028, Buna 70 3 BC-75NV Body Cap, 7500, No Valve, Sealed 18 VW-99 Top Out Plate, 1.375 x .500 BC-75TV Body Cap, 7500, With Tank Valve AS-75THSB Assembly, 7500 Threaded Shaft Bearing 4 OR-2010-B O-Ring, 2-010, Buna 70 (Includes Items 19-23) 5 IU-22-S Air Valve, Port O-Ring, S.S. 19 BU-10DU10 Bushing, DU .625 x .625 IU-04 Valve Core, 2000 psi 20 SB-75TH Shaft Bearing, Threaded, 7500 IU-06 Valve Cap, High Temperature 21 OR-2221-B O-Ring, 2-221, Buna 70 6 PI-75 Piston, Floating, 7500 Series 22 OR-2114-V O-Ring, 2-114, Viton 75 7 OR-4221-B Quad Ring, 4-221, Buna 70 23 SL-09 Shaft Wiper, .625 Poly (Blue) 8 RR-06 Wire Ring, .0625 Wire Diameter x 1.900 24 OR-2312-B O-Ring, 2-312, Buna 70 9 OR-2133-B O-Ring, 2-133, Buna 70 25 SH-75NA__* Shaft, 7500 Non Adjustable, (5", 6", 7", 8", or 9") 10 BD-75__* Body, 7500, (5", 6", 7", 8", or 9") 26 SR-752___* Spring Retainer, 7500, (2.25" or 2.50") BD-75__CO Body, 7500, Coil-over, (5", 6", 7", 8", or 9") 27 NT-04J Jam Nut, .625 x 18 11 RH-752__* Ride Height Adjuster, 7500, (2.25" or 2.50") 28 EY-75NA Eyelet, Non Adjustable 12 JT-0__* Jet, (.000, .020, .040, .070 or .086 Bleed) * Incomplete Part Number See page 10 for Adjuster Option. NOTE: 7500 Series Smooth Body accepts a Coil-over Kit.

6 7500 Series Specifications

Shock Extended Compressed Shaft Spherical Type Series Length Length Travel Bearing Weight Short Track 7505 Smooth Body 15.883" 11.178" 4.705" .5", .625" w2 lbs. 3 oz. Owner Rebuildable 7545 Coil-over Body Short Track 7506 Smooth Body 17.816" 12.236" 5.580" .5", .625" w 2 lbs. 8 oz. Owner Rebuildable 7546 Coil-over Body Short Track 7507 Smooth Body 20.024" 13.444" 6.580" .5", .625" w2 lbs. 14 oz. Owner Rebuildable 7547 Coil-over Body Short Track 7508 Smooth Body 21.957" 14.502" 7.455" .5", .625" w 3 lbs. 2 oz. Owner Rebuildable 7548 Coil-over Body Short Track 7509 Smooth Body 24.166" 15.711" 8.455" .5", .625" w3 lbs. 8 oz. Owner Rebuildable 7549 Coil-over Body Short Track Same as 750_-SA Smooth Body Owner Rebuildable +.25" + .25" 5", 6", 7", Above 8" 9" .5", .625" w 754_-SA Coil-over Body Single Adjustable Weights Short Track 7515 Smooth Body 15.883" 11.178" 4.705" .5", .625" w2 lbs. 3 oz.. Sealed Shock 7555 Coil-over Body Short Track 7516 Smooth Body 17.816" 12.236" 5.580" .5", .625" w 2 lbs. 8 oz. Sealed Shock 7556 Coil-over Body Short Track 7517 Smooth Body 20.024" 13.444" 6.580" .5", .625" w2 lbs. 14 oz. Sealed Shock 7557 Coil-over Body Short Track 7518 Smooth Body 21.957" 14.502" 7.455" .5", .625" w 3 lbs. 2 oz. Sealed Shock 7558 Coil-over Body Short Track 7519 Smooth Body 24.166" 15.711" 8.455" .5", .625" w3 lbs. 8 oz. Sealed Shock 7559 Coil-over Body Disassembly/Assembly Instructions *** For 7500 with Threaded Shaft Bearing Follow Instructions for 7300 on Page 9 *** Disassembly Instructions 1. Depressurize the shock after backing the rebound adjuster to full soft. 2. Clamp the body cap eyelet in the vise with the shaft pointing up. 3. Push down on the shaft bearing. Remove the top wire retaining ring (1/2" from end gap with pointy scribe*). *Be careful not to scratch the inside of the body. 4. Pull up on the shaft, removing the shaft bearing. 5. Remove the second wire retaining ring (same procedure as #3). Pull the piston out of the shock body. 6. Drain the oil, when needed. Please dispose of properly. 7. Clamp the shaft eyelet in the vise with the piston pointing up. 8. Remove the 3/4" ring nut to access valving or to change the seals in the shaft bearing. 9. Inspect and replace the damaged o-rings and wiper if needed. Assembly Instructions 1. For revalving, refer to page 16 for additional information. 2. Reassemble the shaft, be sure that the piston is properly positioned. With the shaft still in the vise, the compression valve stack is on the bottom and the rebound on top. It is very important that the piston is positioned with the (6) concave ports facing up on the rebound side and the (3) concave ports facing down on the compression side. 3. Torque the 3/4" ring nut to 25 ftlbs (300 inlbs). 4. If the jet was removed, torque to 100 inlbs. 5. Pressurize the reservoir to reposition floating piston (approx. 150 lbs.). This step is very important. 6. Fill the shock body with oil* (1/4" from the top of the body). *NOTE: Penske Suspension Fluid (Silkolene Pro RSF 5 wt.) is recommended. Use of alternate fluids may have an adverse effect on the damper's internal sealing components. (ie: o-rings) 7. Insert the shaft and piston assembly into the shock body and begin to work out the air bubbles trapped in the piston, by using 1"-2" strokes. Move the shaft up and down a few times, making sure the two port holes in the shaft always remain below the surface of the oil or air will be sucked back into the piston assembly. Lightly tap the eyelet with a mallet a few times to assure all the air bubbles are gone. Note: this step is very important, repeat as needed. 8. Insert the inner groove wire retaining ring. 9. Pull the shaft up until it hits the first snap ring. Make sure the two port holes in the shaft remain just below the surface of the oil. 10. Top off with oil and slide the shaft bearing down to seat the o-ring into the shock body without moving the shaft. 11. Push in the shaft bearing until the o-ring touches the body. While keeping pressure on the shaft bearing, depressurize the reservoir and insert the second wire retaining ring. 12. Pressurize to recommended nitrogen pressure for the specific track.

7 7300 Series Parts List

PART ITEM PART DESCRIPTION ITEM DESCRIPTION NO. NO. NO. NO. Winston Cup / BGN / Truck / Winston West 19 OR-2007 O-Ring, 2-007, Buna 70 (8" Travel) Complete 20 MR-7318 Metering Rod, (7 = 7.775, 8 = 8.775, 9 = 9.775) 1 RR-16 Retaining Ring, 1.025 Spiroloc 21 NT-02R Ring Nut, .500 x 20 2 MO-8T Monoball, .500 ID, Teflon 22 VS-___* Valve Stack MO-15T Monoball, 15mm ID, Teflon 23 PB-55 Piston Band, 55mm AS-73BA Assembly, 7300 Body Complete (No Monoball) 24 PI-______* Piston (Includes Items 3-10) 25 OR-2028-B O-Ring, 2-028, Buna 70 3 IU-22-S Air Valve, Port O-Ring, S.S. 26 VW-99 Top Out Plate, 1.375 x .500 IU-04 Valve Core, 2000 psi AS-76SB Assembly, Shaft Bearing Complete IU-06 Valve Cap, High Temperature (Includes Items 27-31) 4 OR-2010-B O-Ring, 2-010, Buna 70 27 BU-10DU10 Bushing, DU .625 x .625 5 BC-73 Body Cap, Winston Cup 28 OR-2221-B O-Ring, 2-221, Buna 70 6 OR-2137-B O-Ring, 2-137, Buna 70 29 SB-765 Shaft Bearing, 8760, 55mm 7 PI-73R Piston, Reservoir, Winston Cup 30 OR-2114-V O-Ring, 2-114, Viton 75 8 OR-4328-B Quad Ring, 4-328, Buna 70 31 SL-09 Shaft Wiper, .625 Poly (Blue) 9 OR-2137-V O-Ring, 2-137, Viton 75 32 OR-2312-B O-Ring, 2-312, Buna 70 10 BD-73 Body, Winston Cup, 9.500" 33 SH-____* Shaft, Adjustable, (7, 8, or 9) BD-739 Body, Winston Cup, 10.500" 34 NT-04J Jam Nut, .625 x 18 11 JT-76SL Jet, Compression Spring Sleeve AS-WCEYELET Assembly, Eyelet Complete 12 JT-76POP Jet, Poppet (Includes Items 35-39) 13 SP-15 Spring, (FF71) 35 CP-76RD Cap, Rebound Adjuster 14 JT-76HAT Jet, Top Hat 36 KN-76RD Knob, Rebound Adjuster 15 JT-CDHSNG Jet, Compression Housing 37 EY-70NA Eyelet, Non Adjustable 16 RR-05 Retaining Ring, .250 Internal 38 OR-2017-B O-Ring, 2-017 Buna 70 17 JT-RDHSNG Jet, Rebound or Straight Thru 39 DO-09 Dowel Pin, 1/8 x 1 1/8 18 NE-76 Needle * Incomplete Part Number

8 7300 Series Specifications

Shock Extended Compressed Shaft Spherical Type Series Length Length Travel Bearing Weight

Winston Cup 7308 22.25" 14.25" 8" .5", 15mm 3.5 lbs.

Winston Cup 7308-SA 22.8" 15" 8" .5", 15mm 3.5 lbs. Single Adjustable

Winston Cup 7318-SA 23.35" 15.5" 8" .5", 15mm 3.5 lbs. Single Adjustable

Disassembly/Assembly Instructions

Disassembly Instructions 1. Depressurize the shock after backing the adjuster to full soft. 2. Clamp the body cap eyelet in the vise with the shaft pointing up. Place overflow ring on body. 3. Unscrew the shaft bearing assembly from the shock body and remove the shaft assembly. 4. Drain the oil, when needed (if it contains excessive air bubbles). Please dispose of properly. 5. Clamp the shaft eyelet in the vise with the piston pointing up. 6. Remove the 3/4" ring nut to access valving or to change the seals in the shaft bearing. 7. Inspect and replace the damaged o-rings and wiper if needed.

Assembly Instructions 1. For revalving, refer to page 16 for additional information. 2. Reassemble the shaft, be sure that the piston is properly positioned. With the shaft still in the vise, the compression valve stack is on the bottom and the rebound on top. It is very important that the piston is positioned with the (6) concave ports facing up on the rebound side and the (3) concave ports facing down on the compression side, see the following page. 3. Torque the 3/4" ring nut to 25 ftlbs (300 inlbs). 4. If the jet was removed, torque to 100 inlbs. 5. Pressurize the reservoir to reposition floating piston (approx. 150 lbs.). This step is very important. 6. Fill the shock body with oil* to the bottom of the threads. (1/2" from the top of the body) *NOTE: Penske Suspension Fluid (Silkolene Pro RSF 5 wt.) is recommended. Use of alternate fluids may have an adverse effect on the damper's internal sealing components. (ie: o-rings) 7. Insert the shaft and piston assembly into the shock body and begin to work out the air bubbles trapped in the piston, by using 1"-2" strokes. Move the shaft up and down a few times, making sure the two port holes in the shaft always remain below the surface of the oil or air will be sucked back into the piston assembly. Lightly tap the eyelet with a mallet a few times to assure all the air bubbles are gone. Note: this step is very important, repeat as needed. 8. Pull the shaft up until the two port holes in the shaft remain just below the surface of the oil. 9. Top off with oil and slide the shaft bearing down to seat the o-ring into the shock body without moving the shaft. 10. Depressurize the reservoir while asserting pressure to the shaft bearing and thread the shaft bearing into the shock body and tighten. Do not overtighten. 11. Pressurize to recommended nitrogen pressure for the specific track.

9 7300 WC Head Valve Body Assembly

PART ITEM PART DESCRIPTION ITEM DESCRIPTION NO. NO. NO. NO. AS-73CDBD Assembly, WC CD Plate Body 8 VW-___* Washer, Valve Shims AS-73CDBD8 Assembly, WC CD Plate Body (Short) 9 OR-2137-V O-Ring, 2-137, Viton 75 Duro 10 BD-73S Body, WC Secondary Piston, Body 10.5 1 IU-22-S Air Valve, Port O-Ring, S.S. BD-73S8 Body, WC Secondary Piston, Body 9.5 IU-04 Valve Core, 2000 psi 11 VW-00 Washer, .750 x .020, .500 ID IU-06 Valve Cap, High Temperature AS-73POP Assembly, WC Head Valve Poppet 2 OR-2010-B O-Ring, 2-010, Buna 70 (Includes items 12-16) 3 BC-73 Body Cap, Winston Cup 12 HG-73RD Housing, Winston Cup R/D Return Housing 4 OR-4328-B Quad Ring, 4-328, Buna 70 Duro 13 JT-73POP Jet, Winston Cup, R/D Check Poppet 5 OR-2137-B O-Ring, 2-137, Buna 70 Duro 14 SP-11 Spring, F-47 6 PI-73SR Piston, Winston Cup Secondary Valve 15 CA-91 Cage, Spring Platform, WC R/D Housing 7 NT-73RDCLN Nut, Winston Cup, R/D Check Locknut 16 RR-11 Retaining Ring, .312 Internal * Incomplete Part Number 7100 and 7500 Single Adjustable Option

PART ITEM PART DESCRIPTION ITEM DESCRIPTION NO. NO. NO. NO. RF-602099 Rebound Adjuster Option 12 MR-8100 Metering Rod 13 SH-____* Shaft, Adjustable, (5", 7", 8", or 9") 1 RR-05 Retaining Ring, .250 Internal SH-75A__* Shaft, 7500 Adjustable, (5", 6", 7", 8", or 9") 2 JT-76HAT Jet, Top Hat 14 OR-2008-B O-Ring, 2-008, Buna 70 3 SP-15 Spring, (FF71) 15 RS-81 Rebound Screw, Adjustable Shaft 4 JT-76POP Jet, Poppet 16 NT-04J Jam Nut, .625 x 18 5 JT-RDHSNG Jet, Rebound, Straight Thru 17 EY-81160 Eyelet, 1.60 Sweep, 0o 6 NE-76 Needle EY-811690 Eyelet, 1.60 Sweep, 90o 7 OR-2007-B O-Ring,2-007, Buna 70 EY-75160 Eyelet, 7500, 1.60 Sweep, 0o 8 BA-125-ST Ball, Steel - 1/8" 18 MO-09 Monoball, .500 ID x 1.00 OD x .625W 9 DO-02 Dowel Pin, 1/16" x 1/4" MO-08 Monoball, .500 ID (7400 Series) 10 JT-81RD Jet, Rebound Adjustable 19 RR-16 Retaining Ring, 1.025 Spiroloc 11 NE-10 Needle, Rebound, 10o * Incomplete Part Number

10 Damping Adjusters

8760 Needle and Jet

The 8760 jet and needle combination have been designed to give the user a broader and more linear range of adjustment for bleed past the piston on rebound. The 8760 jet utilizes a spring loaded poppet valve to check the flow. This gives a better seal against the flow and a quicker response time as the shaft changes direction. This needle has a curved parabolic tip, which gives a very fine, linear adjustment in damping across the entire range provided by the jet. It can be thought of as a combination of the 10o, 5o, and 3o needles. The 8760 needle and jet will fit any of our adjustable shafts, but they must be used together and cannot be interchanged with older style needles and jets.

The adjuster on the 8100 and 8760 Series shock absorber is located in the eyelet at the base of the main shaft. Inside the window is an adjustment screw, which serves as the control point for adjustments. (Figure 1) The 8760 adjuster (red knob) is located at the base of the eyelet (Figure 2). During the compression or rebound stage of the shock movement, fluid is forced through two ports in the main shaft. Inside the main shaft is a needle and jet assembly, which adjusts the amount of fluid passing through the jet. By turning in the adjuster (clockwise), the needle is forced up into the jet, restricting the fluid, causing firmer damping forces. In reverse, by turning the adjuster out (counter clock-wise), more oil is allowed to pass through the jet causing lighter damping forces. The adjustment assembly, is a timed control for the shims located on the main piston to work.

Available Jets: Rebound Jet Compression Jet Open Jet

ADJUSTMENT à +/- 30 clicks

SCREW +/- 25 sweeps -+à ADJUSTER + = More Damping KNOB - = Less Damping

The range of adjustment is affected Figure 1 by the stiffness of the valve stack. Figure 2

11 Suggested Maintenance

PRE RACE ...... Inspect for oil leakage. Check the nitrogen pressure.

EVERY 30 HOURS OF TRACK TIME OR YEARLY ...... Change oil. Replace the shaft seal o-ring, wiper, shaft bearing o-ring, reservoir cap o-ring and piston o-ring.

Trouble Shooting

LOSS OF NITROGEN PRESSURE ...... Valve core is not tight or needs replacing, teflon seal on air valve needs replacing, reservoir cap o-ring needs replacing.

OIL LEAK AROUND SHAFT...... Shaft seal o-ring or wiper needs replacing. Note: minimal oil seepage is normal.

OIL LEAK BETWEEN SHAFT BEARING AND BODY ...... Shaft bearing o-ring needs replacing.

SHAFT WILL NOT FULLY EXTEND ...... Check for bent shaft, low nitrogen pressure, not enough oil. Note: do not spray brake cleaner or solvent on the shaft wiper, it may cause it to swell and prevent proper movement.

NO CLICKS ON 8760 ADJUSTER ...... No Nitrogen pressure or broken pin.

12 General Valving Characteristics

High Speed Low Speed* High Speed Rebound Compression and Rebound Compression

The damping characteristics of your shock are determined by the compression and rebound valve stacks located on the main piston.

The valve stacks are made up of a series of high quality shims, which are made to flex under the force of oil flowing through the piston ports and then return to their original state.

The thickness of the individual shims determines the amount of damping force the shock will produce. By changing the thickness of the individual shims, damping forces will be altered. For example, if you are running an A compression valving, where all the shims in the stack are .006 thick and you replace them with a B compression valving, which consists of all .008 thick shims, the compression damping will increase.

* When the shaft is moving very slowly oil passes through the bleed hole and/or shaft bleed, if there is one, before it passes to the shims.

13 A Guide To Damper Tuning

The ultimate purpose of a shock is to work together with the spring to keep the tire on the track. In compression (bump) to help control the movement of the wheel and in rebound to help absorb the stored energy of the compressed spring. Breaking down the shaft speeds to chassis movement can be done from the data taken from on board acquisition and/or actual test sessions. Where we find the biggest advantages with low speed adjusters is looking at the chassis in the plane of the four wheels in relation to chassis movement in roll and pitch and how quickly weight is transferred to each corner in order to load the tire sooner or later, depending on track conditions. Usually in rain or low grip situations allowing more bleed or less low speed damping is desirable to delay tire loading upon initial roll. In dry high grip conditions adding damping or restricting bleed will load the tire sooner upon initial roll increasing platform stability. In pitch situations on smooth surfaces under braking, increasing low speed damping or restricting bleed will help load the tires for entry or mid corner. If the tire begins bouncing under braking usually an increase in high speed compression will calm this down. If the chassis feels like it is moving around too much between the plane of the wheels, increasing low speed damping or restricting bleed, will overall, firm up the chassis and give it a crisp feel or a better sense of feel in the car. This is why most drivers like this adjustment; as increasing low speed compression seems to give the driver better or quicker feedback from the chassis, resulting in a higher confidence in the car. A car with too much low speed damping will usually lack grip in change of directions, cannot put power down in slower corners (wheel spin) and lack overall grip after initial turn in. If traction is a problem coming off corners, reducing low speed damping or more bleed will help weight transfer at the rear thus increasing traction. The range of adjustments will have a relationship to high or low shaft velocity, depending on what main piston is being used: 1) Linear Piston 1° - adjustment through range 2) Linear Piston 2° - greater change in low speed adjustment 3) Velocity Dependent Piston - adjustment through range with greater change in low speed 3) Digressive Piston - range primarily in low speed Also depending on valving, there will be an affect on adjustment range. The softer the valving (A - B), the less force range it will have. This is due to a lower pressure required to blow the valves on the main piston. Obviously the heavier the valving (C - E), the more effective the bleed becomes. On digressive pistons, pre-load also affects the range of adjustment. Rebound adjustments are usually indicated by the driver asking for more stability. By increasing low speed damping, stability will be enhanced; decreasing damping will allow more movement in the car, but will result in a little better tire wear. Also, the amount of rebound can have a great influence on weight transfer. Less front rebound allows weight transfer to the rear under acceleration. Less rebound in the rear allows for a greater amount of weight transfer to the front under braking and turn in. When a car is over damped in rebound it can pack down in a series of bumps and a driver will recognize this as too stiff and usually will think it is compression damping. Too much rebound can cause lack of grip on cornering. When making a large spring change keep in mind where the rebound adjuster is and do you have enough range to compensate. Sometimes a spring change will bring a better balance to the damping values after the spring change. If the spring/shock combination was balanced, the rule of thumb is a stiffer spring requires lower compression and higher rebound. A softer spring requires higher compression and lower rebound.

Large Amplitude Change Small Amplitude Change FORCE FORCE Small Amplitude Change Large Amplitude Change

VELOCITY (SHAFT SPEED) VELOCITY (SHAFT SPEED) LOW SPEED HIGH SPEED LOW SPEED HIGH SPEED LOW SPEED ADJUSTMENT EXAMPLE HIGH SPEED ADJUSTMENT EXAMPLE (BLEED) (SHIM) 14 General Oval Track Tuning Tips

Push Off Exit of Corners 1. Decrease Rebound RR Loose on Entry to Corners 2. Increase Rebound RF 1. Increase Compression Both Front Shocks 3. Increase Rebound LR 2. Increase Compression RF 4. Decrease Rebound LF 3. Decrease Rebound LR 5. Increase Compression RR

Loose Off Exit of Corners 1. Decrease Rebound RF 2. Increase Rebound RR 3. Decrease Compression RR 4. Increase Rebound LF 5. Decrease Rebound LR

15 Valving

Constant Compression Valve Stack Rebound Valve Stack Constant

When refering to shock valving, (example: A/B), (A) refers to the compression valve stack and (B) refers to the rebound valve stack. Valve Stacks

Standard Digressive Valve Stack

1.350 O.D. 1.200 O.D. 1.050 O.D. .900 O.D. .750 X .020

Part # VS-AA AA .004 .004 .004 .004 Constant VS-AAP AA+ .004 .004 .006 .006 Constant VS-AM A- .006 .006 .004 .004 Constant VS-A A .006 .006 .006 .006 Constant VS-AP A+ .006 .006 .008 .008 Constant VS-BM B- .008 .008 .006 .006 Constant VS-B B .008 .008 .008 .008 Constant VS-BP B+ .008 .008 .010 .010 Constant VS-CM C- .010 .010 .008 .008 Constant VS-C C .010 .010 .010 .010 Constant VS-CP C+ .010 .010 .012 .012 Constant VS-DM D- .012 .012 .010 .010 Constant VS-D D .012 .012 .012 .012 Constant VS-DP D+ .012 .012 .015 .015 Constant VS-EM E- .015 .015 .012 .012 Constant VS-E E .015 .015 .015 .015 Constant VS-EP E+ .015 .015 .020 .020 Constant VS-FM F- .020 .020 .015 .015 Constant VS-F F .020 .020 .020 .020 Constant 1.350 O.D. and 1.200 O.D. primarily affects Low Speed .900 O.D. and 1.050 O.D. primarily affects High Speed 16 VDP and Digressive Valving Information Options

2 Notch 5 Notch 8 Notch 1.350 O.D. 1.350 O.D. 1.350 O.D.

Part # Part # Part# .004 VW-2NX.004 .004 VW-5NX.004 .004 VW-8NX.004 .006 VW-2NX.006 .006 VW-5NX.006 .006 VW-8NX.006 .008 VW-2NX.008 .008 VW-5NX.008 .008 VW-8NX.008

Flow Rate Through Slotted Shims Equivalent These flow rate values are dimensionless Shim Number Relative Bleed Hole Ø and have no real meaning by themselves. Thickness of Notches Flow Rate (1) Hole They are simply used to cross-reference 0.004 2 0.48 0.022 the amount of flow between different bleed hole or slot combinations. For 0.004 5 1.20 0.035 example, four Ø.010 holes would have 0.004 8 1.93 0.044 the same flow rate as one Ø.020 hole (with a flow rate of 0.40). The flow rates 0.006 2 0.64 0.025 can also be added, so a piston with three 0.006 5 1.61 0.040 Ø.015 and three Ø.020 holes would have a total flow rate value of 0.68 + 1.20 0.006 8 2.57 0.051 = 1.88 which would be the same as three 0.008 2 0.86 0.029 Ø.025 holes. 0.008 5 2.14 0.046 0.008 8 3.42 0.059

VDP 55mm Linear Base Shim Preload Shim Spacers

Part # Part# .004 VS-37 .004 x .750 VW-23 .006 VS-39 .006 x .750 VW-25 .008 VS-41 .008 x .750 VW-27 .010 VS-43 .010 x .750 VW-29 .012 VS-45 .012 x .750 VW-31 .015 VS-47 .015 x .750 VW-33 1.235 O.D. .020 x .750 VW-00

17 Flow Rate Through Multiple Bleed Holes

Hole 1 2 3 4 5 6 7 8 9 Diameter Hole Holes Holes Holes Holes Holes Holes Holes Holes 0.010 0.10 0.20 0.30 0.40 0.50 0.60 0.70 0.80 0.90 0.012 0.14 0.29 0.43 0.58 0.72 0.86 1.01 1.15 1.30 0.0150.23 0.450.68 0.90 1.13 1.351.581.80 2.03 0.018 0.32 0.650.97 1.30 1.62 1.94 2.27 2.592.92 0.020 0.40 0.80 1.20 1.60 2.00 2.40 2.80 3.20 3.60 0.022 0.48 0.97 1.451.94 2.42 2.90 3.39 3.87 4.36 0.024 0.58 1.15 1.73 2.30 2.88 3.46 4.03 4.61 5.18 0.025 0.63 1.25 1.88 2.50 3.13 3.75 4.38 5.00 5.63 0.026 0.68 1.352.03 2.70 3.38 4.06 4.73 5.416.08 0.028 0.78 1.57 2.35 3.14 3.92 4.70 5.49 6.27 7.06 0.030 0.90 1.80 2.70 3.60 4.50 5.40 6.30 7.20 8.10 0.032 1.02 2.053.07 4.10 5.126.14 7.17 8.19 9.22 0.034 1.16 2.31 3.47 4.62 5.78 6.94 8.09 9.25 10.40 0.0351.23 2.453.68 4.90 6.13 7.358.589.80 11.03 0.036 1.30 2.59 3.89 5.18 6.48 7.78 9.07 10.37 11.66 0.038 1.44 2.89 4.33 5.78 7.22 8.66 10.11 11.55 13.00 0.040 1.60 3.20 4.80 6.40 8.00 9.60 11.20 12.80 14.40 0.0452.03 4.05 6.08 8.10 10.13 12.1514.18 16.20 18.23 0.050 2.50 5.00 7.50 10.00 12.50 15.00 17.50 20.00 22.50 0.055 3.03 6.05 9.08 12.10 15.13 18.15 21.18 24.20 27.23 0.060 3.60 7.20 10.80 14.40 18.00 21.60 25.20 28.80 32.40 0.062 3.84 7.69 11.53 15.38 19.22 23.06 26.91 30.75 34.60 0.064 4.10 8.19 12.29 16.38 20.48 24.58 28.67 32.77 36.86 0.066 4.36 8.71 13.07 17.42 21.78 26.14 30.49 34.8539.20 0.068 4.62 9.2513.87 18.5023.12 27.74 32.37 36.99 41.62 0.070 4.90 9.80 14.70 19.60 24.50 29.40 34.30 39.20 44.10 0.072 5.18 10.37 15.55 20.74 25.92 31.10 36.29 41.47 46.66

18 Piston Selection

NEW

This two stage piston combines the low shaft speed characteristics of a linear piston with the blow off characteristic of a digressive piston at higher shaft speeds. Both parts of the curve are independently tunable.

PART NO. DESCRIPTION PART NO. DESCRIPTION PI-1100_* Linear Piston, 1o/1o, (45mm or 55mm) PI-DL005-1DG Digressive/Linear Piston, 1o, 55mm PI-1200_* Linear Piston, 1o/2o, (45mm or 55mm) PI-DD00_* Double Digressive Piston, (45mm or 55mm) PI-2100_* Linear Piston, 2o/1o, (45mm or 55mm) PI-VDL45 VDP / Linear Piston, 45mm PI-2200_* Linear Piston, 2o/2o, (45mm or 55mm) PI-VDPL55 VDP / Linear Piston, 55mm PI-HF12005 High Flow Linear Piston, 1o/2o, 55mm PI-VDPL55-1DEG VDP / Linear Piston, 1o, 55mm PI-HF14005 High Flow Linear Piston, 1o/4o, 55mm PI-VDP5 Double VDP Piston, 55mm PI-HF21005 High Flow Linear Piston, 2o/1o, 55mm PI-BLOWOFF-11 Blowoff Piston Complete, 1o/1o PI-HF22005 High Flow Linear Piston, 2o/2o, 55mm PI-BLOWOFF-12 Blowoff Piston Complete, 1o/2o PI-DL00_* Digressive/Linear Piston, (45mm or 55mm) PI-BLOWOFF-21 Blowoff Piston Complete, 2o/1o * Incomplete Part Number 19 Linear Piston

C R

Each piston face has a dished surface, to preload the valve shims flat against the piston face. The standard dishing is 1° on both the compression and rebound sides of the piston. By increasing the compression side dishing to 2°, the shims become increasingly preloaded, causing a slight delay in opening during compression movement. The dishing causes the shims to snap open, in return giving the car a snappier feel as opposed to a smooth roll, once again this modification is for driver feel. Dishing increases low speed control. If you have questions on piston dishing, call our technical staff for information and recommendations.

20 Digressive Piston

Digressive Piston The digressive design incorporates larger ports on the face of the piston to increase the flow of oil throughout the shocks high speed action. When the shim stack opens, oil is dumped through the piston in large capacities. The increased flow of oil reduces the progressive damping characteristics of the linear side of the piston.

In addition to the larger ports, the face of the piston is designed to allow adjustments to the preload on the shim stack. Increased preload delays the opening of the shim stack, causing an increased damping force at low shaft speeds. When the shims crack open, oil is dumped at a high rate, reducing the progressive damping characteristics.

To visually explain piston preload, Figure 3, shows a digressive/linear piston with zero preload on the shim stack. Figure 4, shows a digressive/linear piston with an exaggerated amount of preload. The preload cups the shim stack, energizing the shims until the instant high shaft velocity snaps them open. The preload may be varied by adding or subtracting a series of shims under the main shim stack.

The digressive piston design is offered in two variations. The double digressive piston is preload variable on both the compression and rebound sides. The digressive / linear piston is preload variable on the digressive side only, leaving the other side with linear characteristics. In most cases, the linear side of the piston would be rebound, however, it can be used either way.

Digressive/Digressive The double digressive piston has .050 of available preload as shown in Figure 1. Stacking preload shims between the piston TORQUE 300 inlbs and the shim stack varies the amount of preload on the shim stack. When referring to the amount of preload on a shim stack, youre referring to the amount of preload on the piston face .050 of the shim stack. For example; .010 preload = .050 (total available preload) minus .040 (the combined thickness of the preload stack).

Digressive/Linear NOTE: USE (3) BACK-UP SHIMS (.750 X .020) ON The linear side of the digressive/linear COMPRESSION VALVE STACK. piston is treated as a standard linear piston. Due to the higher flow when running the linear side on rebound, it is a rule of thumb to run (1) step stiffer on the rebound side than what was used on a standard linear piston (example: A up to B).

21 Velocity Dependent Piston (VDP)

O.D. Base Shim 01.235 for 55mm shocks 01.200 for 45mm shocks

Compression Rebound

Rebound Flow

LOW HIGH á

LOW HIGH Compression Flow

This graph illustrates the way in which the two This graph illustrates the way in which the two different circuits operate on compression. different circuits operate on rebound side.

Low speed works the digressive stack and high speed works both.

22 Velocity Dependent Piston (VDP)

The Velocity Dependent Piston (VDP) has the unique ability to be valved to duplicate the curves of either linear or digressive pistons. Varying the inner, outer and preload stacks in conjunction with various bleed combinations can duplicate virtually any type of force value. Also the velocity where forces come in or out can be varied by altering the shims and preload/bleed combinations. Note: On the VDP we have found that using all 1.350 shims for the digressive outer stack (primarily on compression) helps to seperate the high and low speed circuits in the piston resulting in more compliancy over bumps and curbs. When running the linear side on rebound, it is a rule of thumb to run (1) step stiffer on the linear side than what was used on a standard linear piston.

1. The Low Speed section is controlled by the amount of bleed, the outer valve stack configuration and the amount of preload to determine the nose profile.

2. The Digressive profile is set by the thickness of the outer stack. The amount of time that the curve stays digressive is also influenced by the stiffness of the inner stack and when it is initiated is also controlled by the preload.

3. The Linear values and profile are set by the thickness of the inner stack.

4. The values and time of the progressive profile are determined by the orifice holes and the inner stack.

3 2

1. Low Speed - Bleed, Nose Profile 3. Linear - Inner Stack 2. Digressive - Preload, Outer Stack 4. Progressive - Orifice, Inner Stack

23 Damping Adjustments

There are three major ways in which you can vary the damping produced by the main piston: Shim stiffness, shim pre-load and the amount of bleed past the shims. These graphs help to visualize the way in which the damping is affected by each of these changes.

Figure 1 shows the effect of changing the pre-load (on digressive or VDP pistons) or dish (on linear or high flow pistons). Adding pre-load or dish will create a lot more low speed damping. In compression, it will cause the tire to be loaded quicker and give a snappy feel. In rebound, it will help to tie the vehicle down and let it take a set quicker.

Figure 2 shows the effect of increasing the stiffness of the shim stack. Increasing the thickness of the shim stack (i.e., .004 to .010) stiffens the damping rate of the shock across the whole velocity range. While the other two adjustments only affect the lower shaft speeds, the shim stiffness is the best way to adjust damping at higher shaft speeds. The shims give the damping that chassis dynamics require.

Figure 3 shows the effect of adding bleed to the piston or through the shaft. Bleed is simply a low speed bypass for the shims and softens the shock at lower shaft speeds. This will improve the compliance of the chassis to the ground under low amplitude movements which can improve grip. It will give the driver a softer ride, but will let the chassis move more and take away support. (This is what the driver feels)

Figure 1

24 Damping Adjustments

Figure 2

Figure 3

25 Dyno Graph Overview

+750

+600

+450

+300 Quadrant 1 Quadrant 2 +150

Force (Lbs) -150 Quadrant 4 Quadrant 3 -300

-450

-600

-750 -1.20 -1.00 -.80 -.60 -.40 -.20 +.0 +.20 +.40 +.60 +.80 +1.00 +1.20 Displacement (Inches)

This section of the manual illustrates different valving combinations in the form of graphs. The graph shown is force vs. displacement graph. The force vs. displacement graph is a very accurate and simple way to assess valving characteristics. If you are not familiar with this type of graph, it is ex- plained on the following page along with the graph above, showing the four different quadrants.

26 Dyno Graph Overview

QUADRANT #1 QUADRANT #2 QUADRANT #3 QUADRANT #4 This is the beginning of the This quadrant begins with the This quadrant begins with the shock This quadrant begins with the compression stroke. Where the compression valve stack open. at full compression and the rebound valve stack open. Where graph crosses the zero line Where the graph crosses the zero compression valve stack closed. the graph crosses the zero line (pounds) in quadrant #1 begins the line (inches) in quadrant #2 is the Where the graph crosses the zero (inches) in quadrant #4 is the compression stroke. Approximately maximum force produced by the line (pounds) in quadrant #3 begins maximum force produced by the the first 1/2" of displacement is compression valving. As the shock the rebound stroke. Approximately rebound valving. As the shock formed with relation to the low approaches the full compression the first 1/2" of displacement is approaches the full extension point, speed bleed bypass. When the point, the compression valve stack formed with relation to the rebound the rebound valve stack begins to shaft reaches a certain velocity, the begins to close as it approaches bleed through the shaft and jet. close as it approaches the low speed bleed bypass shuts off the rebound movement. When the shaft reaches a certain compression movement. At this and the compression valve stack velocity, the bleed shuts off and the point the cycle starts over again in begins to react. rebound valve stack begins to react. quadrant #1.

An easy way to help picture what is going on here is to relate the graphs shape to what the dyno is doing to the shock. The dyno uses a scotch yoke system (shown above), where the motor turns a crank and the sliding yoke allows the main dyno shaft to make the up and down movement at the preset stroke. The dyno software takes thousands of measurements throughout a single revolution of the crank. The sampled points are connected to form the graph. By relating the cranks position to the corresponding graph quadrant and the circular crank movement may help in reading the graphs.

27 Dyno Graph Overview

Penske Racing Shocks uses SPA Dynamometers because of its versatility and low speed metering and sample rates. Penske Shocks primarily uses the Force Average display, but SPA offers Decelerating CD/Accelerating RD and Accelerating CD/Decelerating RD viewing options for all its graph displays.

Force / Velocity Average This graph shows the averages of the accelerating and decelerating compression and rebound forces. It is a good quick, general review of the shock curve, but is the least accurate of the options displayed.

Force / Velocity This graph displays the accelerating and decelerating compression and rebound forces. Think of this graph as the 2 Force / Displacement graph (below) folded in half.

* Hysteresis is the gap between accelerating and decelerating 1 compression and rebound damping. It is affected by the type of piston, the shims used and the relative position of high and 3 low speed adjusters. The bleed hole will close the gap or soften the low speed forces.

á 4 á Hysteresis

OVAL (Force / Displacement) QUADRANT #1 This is the beginning of the compression stroke. Where the graph crosses the zero line (pounds) in quadrant #1 begins the compression stroke. Approximately the first 1/2" of displacement is formed with relation to the low speed bleed bypass. When the shaft reaches a certain velocity, the low speed bleed bypass chokes off and the compression valve stack begins to react. 12 QUANDRANT #2 This quadrant begins with the compression valve stack open. Where the graph crosses the zero line (inches) in quadrant #2 is the maximum force produced by the compression valving. As the shock approaches the full compression point, the compression valve stack begins to close as it approaches the rebound movement. 43 QUADRANT #3 This quadrant begins with the shock at full compression and the compression valve stack closed. Where the graph crosses the zero line (pounds) in quadrant #3 begins the rebound stroke. Approximately the first 1/2" of displacement is formed with relation to the rebound bleed through the shaft and jet. When the shaft reaches a certain velocity, the bleed chokes off and the rebound valve stack begins to react. QUADRANT #4 This quadrant begins with the rebound valve stack open. Where the graph crosses the zero line (inches) in quadrant #4 is the maximum force produced by the rebound valving. As the shock approaches the full extension point, the rebound valve stack begins to close as it approaches the compression movement. At this point the cycle starts over again in quadrant #1.

28 Dyno Graph Overview

500

400 Low Speed Bleed Bypass (nose)

300 Bleed Chokes Off / Shims Activate (knee)

200 (slope) Low Shaft Speed 100 Compression

-100 Rebound

-200 Damping Forces (Lbs)

-300

-400

-500 0.00 1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00 9.00 10.00

Shaft Velocity (In/Sec)

Note: Remember that low speed damping characteristics are controlled by bleed through the adjuster and the bleed hole in the piston, not the valve stacks.

29 Notes

30 VDP - D/D or D/L LF ______1.350 ______RF ______1.350 ______Preload ______1.350 ______Preload ______1.350 ______.750 ______.750 ______Piston Bleed ______.750 ______.900 ______1.050 ______1.235______

Jet ______1.235______1.050 ______.900 ______.750 ______.750 ______.750 ______Preload ______St.ack ______Preload ______

LR ______1.350 ______RR ______1.350 ______Preload ______1.350 ______Preload ______1.350 ______.750 ______.750 ______Gas Pressure ______.750 ______.900 ______1.050 ______1.235______

Clicks ______1.235______1.050 ______.900 ______.750 ______.750 ______.750 ______Preload ______St.ack ______Preload ______

Notes:

31 7300 Series Parts List

PART ITEM PART DESCRIPTION ITEM DESCRIPTION NO. NO. NO. NO. 1 RR-16 Retaining Ring, 1.025 Spiroloc, Stainless 20 OR-2007 O-Ring, 2-007, Buna 70 2 MO-8T Monoball, .500 ID X 1.00 OD 21 MR-7318 Metering Rod, (7” = 7.775, 8” = 8.775, 9” = 9.775) MO-15T Monoball, 15mm ID, Teflon 22 NT-02R Ring Nut, .500 x 20 AS-73BA Assembly, 7300 Body Complete (No Monoball) 23 VS-___* Valve Stack (Includes Items 3-11) 24 PB-55 Piston Band, 55mm 3 IU-22-S Air Valve, Port O-Ring, S.S. 25 PI-______* Piston IU-04 Valve Core, 2000 psi 26 OR-2028-B O-Ring, 2-028, Buna 70 IU-06 Valve Cap, High Temperature 27 VW-99 Top Out Plate, 1.375 x .500 4 OR-2010-B O-Ring, 2-010, Buna 70 AS-76SB Assembly, Shaft Bearing Complete 5 BC-73 Body Cap, 7300 (Includes Items 27-31) 6 PI-73LFBV Piston, 7300 Floating Base Valve 28 BU-10DU10 Bushing, DU .625 x .625 7 PB-WCFP Piston Band, WC Floating Piston 29 OR-2221-B O-Ring, 2-221, Buna 70 8 OR-4226-B Quad Ring, 4-226, Buna 70 30 SB-765 Shaft Bearing, 8760, 55mm 9 OR-2137-B O-Ring, 2-137, Buna 70 31 OR-2114-V O-Ring, 2-114, Viton 75 10 SC-73INS Screw, 7300, Body Insert 32 SL-09 Shaft Wiper, .625 Poly (Blue) 11 BD-73 Body, 7300, 9.500" 33 OR-2312-B O-Ring, 2-312, Buna 70 BD-739 Body, 7300, 10.500" 34 SH-____* Shaft, Adjustable, (6”, 7”, 8”, or 9”) BD-737 Body, 7300, 8.500” 35 NT-04J Jam Nut, .625 x 18 12 JT-76SL Jet, Compression Spring Sleeve AS-WCEYELET Assembly, Eyelet Complete 13 JT-76POP Jet, Poppet (Includes Items 35-39) 14 SP-15 Spring, (FF71) 36 CP-76RD Cap, Rebound Adjuster 15 JT-76HAT Jet, Top Hat 37 KN-76RD Knob, Rebound Adjuster 16 JT-CDHSNG Jet, Compression Housing 38 EY-73KB Eyelet, Non Adjustable 17 RR-05 Retaining Ring, .250 Internal 39 OR-2017-B O-Ring, 2-017 Buna 70 18 JT-RDHSNG Jet, Rebound or Straight Thru 40 DO-09 Dowel Pin, 1/8” x 1 1/8” 19 NE-76 Needle * Incomplete Part Number 7300 Head Valve Body Assembly

2 17 19 15 9 13 11

12 5 14 3 20 16 10 8 6 18 7 4

PART ITEM PART DESCRIPTION ITEM DESCRIPTION NO. NO. NO. NO. AS-73HVBD9 Assembly, 7300 Head Valve Body 9.0 10 OR-4226-B Quad Ring, 4-226 Buna 70 Duro AS-73HVBD8 Assembly, 7300 Head Valve Body 8.0 11 JT-___VB* Jet, V/B Piston (.000, .010, .015, .030, .040) 1 RR-16 Retaining Ring, 1.025 Spiroloc, Stainless 12 SC-73HV Screw, 7300 Head Valve 2 MO-8T Monoball, .500 ID X 1.00 OD 13 BU-73HV Bushing, 7300 Head Valve 3 IU-06 Valve Cap, High Temperature 14 VS-__6* Valve Stack, .625 ID (AA - F) 4 IU-04 Valve Core, 2000 psi 15 PI-73HV-125 Piston, 7300 Head Valve, 3 X .125 5 IU-22-S Air Valve, Port O-Ring, S.S. 16 OR-2032-B O-ring, 2-032 Buna 70 Duro 6 OR-2010-B O-ring, 2-010 Buna 70 Duro 17 OR-2137-B O-ring, 2-137 Buna 70 Duro 7 BC-73 Body Cap, 7300 Series 18 VW-1350__-625* Valve Washer, 1.350 X (.004 - .020) X .625 8 PB-WCFP Piston Band, 7300 Floating Piston 19 NT-73HV Nut, 7300 Head Valve 9 PI-73LFBV Piston, 7300 Floating Base Valve 20 BD-73_* Body, 7300 (6”, 7”, 8”, 9”)

* Incomplete Part Number 7300 Head Valve

Penske Racing Shocks would like to announce our new 7300 Removable Head Valve shock bodies. The new shock bodies include a female thread to accept the head valve piston or insert. These replace the one-piece head valve design and all non-head valve bodies.The new bodies come standard with an aluminum insert (P/N: SC-73INS) that maintains the piston bore the length of the body. If permitted by racing series rules, the insert may be removed, and the new removable head valve can be installed per the assembly instructions. For reliability and safety reasons, Penske Racing Shocks requires that the new shock body design be used with either the supplied insert or the new removable head valve installed. The new shock bodies are not to be used without one of these items installed. A removable head valve tool (P/N: TL-73INS) will be made available to all teams. This tool can be used to remove the supplied insert and install the new head valve. The assembly instructions shown below should be used when installing either the new head valve or the insert. The new removable head valve design offers more tuning options and interchangeability than the previous design. The new bodies can be used with or without a head valve installed, allowing technicians to utilize one single body design for every application or track where two were needed previously. A shim rebound return has also been incorpo- rated which increases rebound flow area and enhances damper response time during changes of stroke direction from compression to rebound. In addition, the new head valve assembly uses removable variable bleed jets (the same used in the Variable Bleed Pistons). The variable bleed jets can be interchanged quickly and easily (without disassembly of the head valve) and eliminates the need for drilling bleed holes in a poppet. A more tunable compression valve stack reduces the maximum base shim diameter to 1.350” for more efficient flow control and both head valve piston faces now include ½° of dishing. These new features make the removable head valve shock more user-friendly, more universal, and a proven performance enhancement for professional racing teams! VARIABLE BLEED JET JT-000VB JT-015 JT-030 JT-040 CD SCREW CD SPACER (160 in•lbs) BU-73HV SC-73HV COMPRESSION SHIM STACK Ø.625 ID” (Ø1.350” BASE SHIM) CONSTANT SHIMS REMOVABLE HEAD VALVE (240 in•lbs) PI-73HV-125

CONSTANT SHIM Ø.625 ID” .750 X .020 (1) REBOUND RETURN SHIMS O-RING (Ø.625 X 1.350”) OR-2032-B *recommended Grease for HV installation 1.350 x .004 (2) CD NUT .750 x .020 (1) NT-73HV

MAIN BODY BD-737, 738 or 739

* Compression shim stack + constant shims ≥ .100” 7300 Series Specifications SS

Type Ext. Length Stroke Body Length 5" Coilover Body with Head Valve (Sweep Adjuster) 15.84" 4" 9.98" 6" Coilover Body with Head Valve (Sweep Adjuster) 17.84" 5" 10.98" 7" Coilover Body with Head Valve (Sweep Adjuster) 19.84" 6" 11.98" Body 8" Coilover Body with Head Valve (Sweep Adjuster) 21.84" 7" 12.98" Length 9" Coilover Body with Head Valve (Sweep Adjuster) 23.84" 8" 13.98" 7" Smooth Body Non-Head Valve (Knob Adjuster) 21.34" 7" 11.98" 8" Smooth Body Non-Head Valve (Knob Adjuster) 23.34" 8" 12.98" T 9" Smooth Body Non-Head Valve (Knob Adjuster) 25.34" 9" 13.98" S 7" Smooth Body with Head Valve (Knob Adjuster) 20.34" 6" 11.98" 8" Smooth Body with Head Valve (Knob Adjuster) 22.34" 7" 12.98" 9" Smooth Body with Head Valve (Knob Adjuster) 24.34" 8" 13.98" Stroke *Also available in Non-Adjustable Extended Length Disassembly/Assembly Instructions T T Disassembly Instructions 1. Depressurize the shock after backing the adjuster to full soft. 2. Clamp the body cap eyelet in the vise with the shaft pointing up. Place overflow ring on body. 3. Unscrew the shaft bearing assembly from the shock body and remove the shaft assembly. 4. Drain the oil, when needed (if it contains excessive air bubbles). Please dispose of properly. 5. Clamp the shaft eyelet in the vise with the piston pointing up. 6. Remove the 3/4" ring nut to access valving or to change the seals in the shaft bearing. 7. Inspect and replace the damaged o-rings and wiper if needed.

Assembly Instructions 1. For revalving, refer to page 16 for additional information. 2. Reassemble the shaft, be sure that the piston is properly positioned. With the shaft still in the vise, the compression valve stack is on the bottom and the rebound on top. It is very important that the piston is positioned with the (6) concave ports facing up on the rebound side and the (3) concave ports facing down on the compression side, see the following page. 3. Torque the 3/4" ring nut to 25 ft•lbs (300 in•lbs). 4. If the jet was removed, torque to 120 in•lbs. 5. Pressurize the reservoir to reposition floating piston (approx. 50 lbs.). This step is very important. 6. Fill the shock body with oil* to the bottom of the threads. (1/2" from the top of the body) *NOTE: Penske Suspension Fluid is recommended. Use of alternate fluids may have an adverse effect on the damper's internal sealing components. (ie: o-rings) 7. Insert the shaft and piston assembly into the shock body and begin to work out the air bubbles trapped in the piston, by using 1"-2" strokes. Move the shaft up and down a few times, making sure the two port holes in the shaft always remain below the surface of the oil or air will be sucked back into the piston assembly. Lightly tap the eyelet with a mallet a few times to assure all the air bubbles are gone. Note: this step is very important, repeat as needed. 8. Pull the shaft up until the two port holes in the shaft remain just below the surface of the oil. 9. Top off with oil and slide the shaft bearing down to seat the o-ring into the shock body without moving the shaft. 10. Depressurize the reservoir while asserting pressure to the shaft bearing and thread the shaft bearing into the shock body and tighten. Do not overtighten. 11. Pressurize to recommended nitrogen pressure for the specific track. Suggested Maintenance

PRE RACE...... Inspect for oil leakage. Check the nitrogen pressure.

EVERY 2 RACES (500 MILES) ...... Change oil. Replace the shaft seal o-ring, wiper, shaft bearing o-ring, and piston o-ring.

YEARLY ...... Replace the reservoir cap o-ring and floating piston quad ring.

Trouble Shooting

LOSS OF NITROGEN PRESSURE ...... Valve core is not tight or needs replacing, teflon seal on air valve needs replacing, reservoir cap o-ring needs replacing.

OIL LEAK AROUND SHAFT ...... Shaft seal o-ring or wiper needs replacing. Note: minimal oil seepage is normal.

OIL LEAK BETWEEN SHAFT BEARING AND BODY ...... Shaft bearing o-ring needs replacing or o-ring gland is damaged.

NO CLICKS ON RED KNOB ADJUSTER ...... No Nitrogen pressure or broken pin or not enough oil in the shock.

**DO NOT TRANSPORT CAR TO TRACK ON RACE SHOCKS. USE DESIGNATED SHOCKS, TOW SHOCKS, FOR TRANSPORTING. Damping Adjusters

8760 Needle and Jet

The 8100 style (sweep) adjuster is located in the eyelet at the base of the main shaft. Inside the window is an adjustment screw, which serves as the control point for adjustments. (Figure 1) The 8760 adjuster (red knob) is located at the base of the eyelet (Figure 2). During the compression or rebound stage of the shock movement, fluid is forced through two ports in the main shaft. Inside the main shaft is a needle and jet assembly, which adjusts the amount of fluid passing through the jet. By turning in the adjuster (clockwise), the needle is forced up into the jet, restricting the fluid, causing firmer damping forces. In reverse, by turning the adjuster out (counter clock-wise), more oil is allowed to pass through the jet causing lighter damping forces. The adjustment assembly, is a timed control for the shims located on the main piston to work.

*NOTE: All settings are taken from Full Hard. i.e. -10 clicks = 10 clicks or sweeps (depending on adjuster) from Full Hard

Available Jets: ALL ADJUSTMENTS Rebound Jet ARE TAKEN FROM Compression Jet FULL HARD Open Jet Adj. .070

ADJUSTMENT Æ +/- 30 clicks SCREW

+/- 25 sweeps - +Æ ADJUSTER + = More Damping KNOB - = Less Damping

The range of adjustment is affected Figure 1 by the stiffness of the valve stack. Figure 2 General Valving Characteristics

High Speed Low Speed* High Speed Rebound Compression and Rebound Compression

The damping characteristics of your shock are determined by the compression and rebound valve stacks located on the main piston.

The valve stacks are made up of a series of high quality shims, which are made to flex under the force of oil flowing through the piston ports and then return to their original state.

The thickness of the individual shims determines the amount of damping force the shock will produce. By changing the thickness of the individual shims, damping forces will be altered. For example, if you are running an “A” compression valving, where all the shims in the stack are .006 thick and you replace them with a “B” compression valving, which consists of all .008 thick shims, the compression damping will increase.

* When the shaft is moving very slowly oil passes through the bleed hole and/or shaft bleed, if there is one, before it passes to the shims. A Guide To Damper Tuning

The ultimate purpose of a shock is to work together with the spring to keep the tire on the track. In compression (bump) to help control the movement of the wheel and in rebound to help absorb the stored energy of the compressed spring. Breaking down the shaft speeds to chassis movement can be done from the data taken from on board acquisition and/or actual test sessions. Where we find the biggest advantages with low speed adjusters is looking at the chassis in the plane of the four wheels in relation to chassis movement in roll and pitch and how quickly weight is transferred to each corner in order to load the tire sooner or later, depending on track conditions. Usually in low grip situations allowing more bleed or less low speed damping is desirable to delay tire loading upon initial roll. In high grip conditions adding damping or restricting bleed will load the tire sooner upon initial roll increasing platform stability. In pitch situations on smooth surfaces under braking, increasing low speed damping or restricting bleed will help load the tires for entry or mid corner. If the tire begins bouncing under braking usually an increase in high speed compression will calm this down. If the chassis feels like it is moving around too much between the plane of the wheels, increasing low speed damping or restricting bleed, will overall, firm up the chassis and give it a crisp feel or a better sense of feel in the car. This is why most drivers like this adjustment; as increasing low speed compression seems to give the driver better or quicker feedback from the chassis, resulting in a higher confidence in the car. A car with too much low speed damping will usually lack grip in change of directions, cannot put power down in slower corners (wheel spin) and lack overall grip after initial turn in. If traction is a problem coming off corners, reducing low speed damping or more bleed will help weight transfer at the rear thus increasing traction. The range of adjustments will have a relationship to high or low shaft velocity, depending on what main piston is being used: 1) Linear Piston 1° - adjustment through range 2) Linear Piston 2° - greater change in low speed adjustment 3) Velocity Dependent Piston - adjustment through range with greater change in low speed 3) Digressive Piston - range primarily in low speed Also depending on valving, there will be an affect on adjustment range. The softer the valving (A - B), the less force range it will have. This is due to a lower pressure required to blow the valves on the main piston. Obviously the heavier the valving (C - E), the more effective the bleed becomes. On digressive pistons, pre-load also affects the range of adjustment. Rebound adjustments are usually indicated by the driver asking for more stability. By increasing low speed damping, stability will be enhanced; decreasing damping will allow more movement in the car, but will result in a little better tire wear. Also, the amount of rebound can have a great influence on weight transfer. Less front rebound allows weight transfer to the rear under acceleration. Less rebound in the rear allows for a greater amount of weight transfer to the front under braking and turn in. When a car is over damped in rebound it can pack down in a series of bumps and a driver will recognize this as too stiff and usually will think it is compression damping. Too much rebound can cause lack of grip on cornering. When making a large spring change keep in mind where the rebound adjuster is and do you have enough range to compensate. Sometimes a spring change will bring a better balance to the damping values after the spring change. If the spring/shock combination was balanced, the rule of thumb is a stiffer spring requires lower compression and higher rebound. A softer spring requires higher compression and lower rebound.

Large Amplitude Change Small Amplitude Change FORCE FORCE Small Amplitude Change Large Amplitude Change

VELOCITY (SHAFT SPEED) VELOCITY (SHAFT SPEED) LOW SPEED HIGH SPEED LOW SPEED HIGH SPEED LOW SPEED ADJUSTMENT EXAMPLE HIGH SPEED ADJUSTMENT EXAMPLE (BLEED) (SHIM) General Oval Track Tuning Tips

Bump in Front Usually Effects: Push in Middle of Corners 1. Middle 1. Decrease Rebound LF 2. Entry 2. Increase Compression RR 3. Increase Rebound RF Rebound in Rear Usually Effects: 4. Decrease Compression LF 1. Middle 2. Entry Loose in Middle of Corners 1. Decrease Compression RR Rebound in Front Usually Effects: 2. Decrease Rebound RF 1. Middle 3. Increase Rebound LR 2. Exit Push on Entry to Corners Bump in Rear Usually Effects: 1. Decrease Compression 1. Middle Both Front Shocks 2. Exit 2. Decrease Compression RF 3. Increase Rebound LR Push Off Exit of Corners 1. Increase Rebound RF Loose on Entry to Corners 2. Decrease Rebound LF 1. Increase Compression Both Front Shocks 3. Increase Compression RR 2. Increase Compression RF 3. Decrease Rebound LR Loose Off Exit of Corners 1. Decrease Rebound RF 2. Decrease Compression RR 3. Increase Rebound LF Valving

Constants Compression Valve Stack Rebound Valve Stack Constant

When refering to shock valving, (example: A/B), (A) refers to the compression valve stack and (B) refers to the rebound valve stack. Valve Stacks

Standard Digressive Valve Stack

1.350 O.D. 1.200 O.D. 1.050 O.D. .900 O.D. .750 X .020 Part # VS-AA AA .004 .004 .004 .004 Constant VS-AAP AA+ .004 .004 .006 .006 Constant VS-AM A- .006 .006 .004 .004 Constant VS-A A .006 .006 .006 .006 Constant VS-AP A+ .006 .006 .008 .008 Constant VS-BM B- .008 .008 .006 .006 Constant VS-B B .008 .008 .008 .008 Constant VS-BP B+ .008 .008 .010 .010 Constant VS-CM C- .010 .010 .008 .008 Constant VS-C C .010 .010 .010 .010 Constant VS-CP C+ .010 .010 .012 .012 Constant VS-DM D- .012 .012 .010 .010 Constant VS-D D .012 .012 .012 .012 Constant VS-DP D+ .012 .012 .015 .015 Constant VS-EM E- .015 .015 .012 .012 Constant VS-E E .015 .015 .015 .015 Constant VS-EP E+ .015 .015 .020 .020 Constant VS-FM F- .020 .020 .015 .015 Constant VS-F F .020 .020 .020 .020 Constant

1.350 O.D. and 1.200 O.D. primarily affects Low Speed .900 O.D. and 1.050 O.D. primarily affects High Speed 1.475 Shim is used on specific pistons and is generally the same thickness as the 1.350 shim VDP and Digressive Valving Information Options

2 Notch 5 Notch 8 Notch 1.350 O.D. 1.350 O.D. 1.350 O.D.

Part # Part # Part# .004 VW-2NX.004 .004 VW-5NX.004 .004 VW-8NX.004 .006 VW-2NX.006 .006 VW-5NX.006 .006 VW-8NX.006 .008 VW-2NX.008 .008 VW-5NX.008 .008 VW-8NX.008

Flow Rate Through Slotted Shims Equivalent These flow rate values are dimensionless Shim Number Relative Bleed Hole Ø and have no real meaning by themselves. Thickness of Notches Flow Rate (1) Hole They are simply used to cross-reference 0.004 2 0.48 0.022 the amount of flow between different bleed hole or slot combinations. For example, 0.004 5 1.20 0.035 four Ø.010” holes would have the same 0.004 8 1.93 0.044 flow rate as one Ø.020” hole (with a flow rate of 0.40). The flow rates can also be 0.006 2 0.64 0.025 added, so a piston with three Ø.015” and 0.006 5 1.61 0.040 three Ø.020” holes would have a total flow rate value of 0.68 + 1.20 = 1.88 which 0.006 8 2.57 0.051 would be the same as three Ø.025” holes. 0.008 2 0.86 0.029 0.008 5 2.14 0.046 0.008 8 3.42 0.059

VDP 55mm Linear Base Shim Preload Shim Spacers

Hole 1 2 3 4 5 6 7 8 9 Diameter Hole Holes Holes Holes Holes Holes Holes Holes Holes 0.010 0.10 0.20 0.30 0.40 0.50 0.60 0.70 0.80 0.90 0.012 0.14 0.29 0.43 0.58 0.72 0.86 1.01 1.15 1.30 0.015 0.23 0.45 0.68 0.90 1.13 1.35 1.58 1.80 2.03 0.018 0.32 0.65 0.97 1.30 1.62 1.94 2.27 2.59 2.92 0.020 0.40 0.80 1.20 1.60 2.00 2.40 2.80 3.20 3.60 0.022 0.48 0.97 1.45 1.94 2.42 2.90 3.39 3.87 4.36 0.024 0.58 1.15 1.73 2.30 2.88 3.46 4.03 4.61 5.18 0.025 0.63 1.25 1.88 2.50 3.13 3.75 4.38 5.00 5.63 0.026 0.68 1.35 2.03 2.70 3.38 4.06 4.73 5.41 6.08 0.028 0.78 1.57 2.35 3.14 3.92 4.70 5.49 6.27 7.06 0.030 0.90 1.80 2.70 3.60 4.50 5.40 6.30 7.20 8.10 0.032 1.02 2.05 3.07 4.10 5.12 6.14 7.17 8.19 9.22 0.034 1.16 2.31 3.47 4.62 5.78 6.94 8.09 9.25 10.40 0.035 1.23 2.45 3.68 4.90 6.13 7.35 8.58 9.80 11.03 0.036 1.30 2.59 3.89 5.18 6.48 7.78 9.07 10.37 11.66 0.038 1.44 2.89 4.33 5.78 7.22 8.66 10.11 11.55 13.00 0.040 1.60 3.20 4.80 6.40 8.00 9.60 11.20 12.80 14.40 0.045 2.03 4.05 6.08 8.10 10.13 12.15 14.18 16.20 18.23 0.050 2.50 5.00 7.50 10.00 12.50 15.00 17.50 20.00 22.50 0.055 3.03 6.05 9.08 12.10 15.13 18.15 21.18 24.20 27.23 0.060 3.60 7.20 10.80 14.40 18.00 21.60 25.20 28.80 32.40 0.062 3.84 7.69 11.53 15.38 19.22 23.06 26.91 30.75 34.60 0.064 4.10 8.19 12.29 16.38 20.48 24.58 28.67 32.77 36.86 0.066 4.36 8.71 13.07 17.42 21.78 26.14 30.49 34.85 39.20 0.068 4.62 9.25 13.87 18.50 23.12 27.74 32.37 36.99 41.62 0.070 4.90 9.80 14.70 19.60 24.50 29.40 34.30 39.20 44.10 0.072 5.18 10.37 15.55 20.74 25.92 31.10 36.29 41.47 46.66 Piston Selection

Compression Face Rebound Face Digressive Blow Off This two stage piston combines the low shaft speed characteristics of a linear piston with the blow off characteristic of a digressive piston at higher shaft speeds. Both parts of the curve are independently tunable.

COMPRESSION

Linear/Linear

REBOUND High Flow

Digressive/Linear

Variable Bleed The Variable Bleed Piston offers the user more versatility than any other piston in our range. The piston can produce curves like those found on linear, digressive and VDP pistons and offers a very flexible way of controlling bleed. Digressive/Digressive

Velocity Dependent/Linear

Velocity Dependent/Velocity Dependent Piston Selection

Compression Face Rebound Face PART NO. DESCRIPTION PI-00005-4032 Linear, 0°/0°, 4032, 55mm PI-11004 Linear, 1°/1°, 45mm PI-11005-4032 Linear, 1°/1°, 4032, 55mm PI-1200_* Linear 1°/2°, 45mm/55mm PI-2100_* Linear, 2°/1°, 45mm/55mm PI-2200_* Linear, 2°/2°, 45mm/55mm PI-11005-4032-DC Linear, 1°/1°, 4032, Decoupled, 55mm Decoupled Linear/Linear PI-12005-DC Linear, 1°/2°, DC, 55mm PI-21005-DC Linear, 2°/1°, DC, 55mm PI-22005-DC Linear, 2°/2°, DC, 55mm PI-HF00005 HF Linear, 0°/0°, 55mm PI-HF11005 HF Linear, 1°/1°, 55mm PI-HF1200_* HF Linear, 1°/2°, 45mm/55mm PI-HF14005 HF Linear, 1°/4°, 55mm PI-HF21005 HF Linear, 2°/1°, 55mm PI-HF22005 HF Linear, 2°/2°, 55mm Decoupled High Flow PI-HF24005 HF Linear, 2°/4°, 55mm PI-HF32005 HF Linear, 3°/2°, 55mm PI-HF34005 HF Linear, 3°/4°, 55mm PI-HF11005-DC HF Linear, 1°/1°, Decoupled, 55mm PI-HF12005-DC HF Linear, 1°/2°, Decoupled, 55mm PI-HF14005-DC HF Linear, 1°/4°, Decoupled, 55mm PI-HF21005-DC HF Linear, 2°/1°, Decoupled Velocity Dependent/Linear Decoupled, 55mm PI-HF22005-DC HF Linear, 2°/2°, Decoupled, 55mm PI-HF24005-DC HF Linear, 2°/4°, Decoupled, 55mm PI-DL00_* Digressive/Linear, 45mm/55mm PI-DL005-1DG Digressive/Linear, 1°, 55mm PI-DD00_* Double Digressive, Decoupled 45mm/55mm Velocity Dependent/Velocity Dependent PI-VDL45 VDP/Linear, 45mm PI-VDPL55 VDP/Linear, 55mm PI-VDPL55-DC VDP/Linear, Decoupled, 55mm PI-VDPL55-1DEG VDP/Linear, 1°, 55mm PI-VDPL55-1DEG-DC VDP/Linear, 1°, Decoupled, 55mm PI-VDP45 Double VDP, 45mm PI-VDP5 Double VDP, 55mm PI-VDP5-DC Double VDP, Enhanced Linear Flow Decoupled, 55mm PI-ELF55 Enhanced Linear Flow, 55mm PI-PR11005 Flower, 55mm PI-VB55 Variable Bleed Jet, 55mm PI-BLOWOFF-11 Blowoff, Complete, 1°/1°, 55mm PI-BLOWOFF-12 Blowoff, Complete, 1°/2°, 55mm PI-BLOWOFF-21 Blowoff, Complete, Flower / Moto-X 2°/1°, 55mm * Incomplete Part Number Linear Piston / High Flow

Linear Piston High Flow Piston

Each piston face has a dished surface, to preload the valve shims flat against the piston face. The standard dishing is 1° on both the compression and rebound sides of the piston. By increasing the compression side dishing to 2°, the shims become increasingly preloaded, causing a slight delay in opening during compression movement. The dishing causes the shims to “snap” open, in return giving the car a “snappier” feel as opposed to a smooth roll, once again this modification is for driver feel. Dishing increases low speed control. If you have questions on piston dishing, call our technical staff for information and recommendations. Digressive Piston

Digressive Piston The digressive design incorporates larger ports on the face of the piston to increase the flow of oil throughout the shocks high speed action. When the shim stack opens, oil is “dumped” through the piston in large capacities. The increased flow of oil reduces the progressive damping characteristics of the linear side of the piston.

In addition to the larger ports, the face of the piston is designed to allow adjustments to the preload on the shim stack. Increased preload delays the opening of the shim stack, causing an increased damping force at low shaft speeds. When the shims crack open, oil is “dumped” at a high rate, reducing the progressive damping characteristics.

The digressive piston design is offered in two variations. The double digressive piston is preload variable on both the compression and rebound sides. The digressive / linear piston is preload variable on the digressive side only, leaving the other side with linear characteristics. In most cases, the linear side of the piston would be rebound, however, it can be used either way.

Digressive/Digressive The double digressive piston has .050 of TORQUE available preload as shown in Figure 1. 300 in•lbs Stacking preload shims between the piston and the shim stack varies the amount of preload on the shim stack. When referring to the amount of preload on a shim stack, you’re .050 referring to the amount of preload on the piston face of the shim stack. For example; .010 preload = .050 (total available preload) minus .040 (the combined thickness of the preload stack). NOTE: USE (3) BACK-UP SHIMS (.750 X .020) ON COMPRESSION VALVE STACK. Digressive/Linear The linear side of the digressive/linear piston is treated as a standard linear piston. Due to the higher flow when running the linear side on rebound, it is a rule of thumb to run (1) step stiffer on the rebound side than what was used on a standard linear piston (example: A up to B). Velocity Dependent Piston (VDP)

O.D. Base Shim 01.235” for 55mm shocks 01.200” for 45mm shocks

Compression Rebound

Rebound Flow

LOW HIGH Ç

LOW HIGH Compression Flow

This graph illustrates the way in which the two This graph illustrates the way in which the two different circuits operate on compression. different circuits operate on rebound side.

Low speed works the digressive stack and high speed works both. Velocity Dependent Piston (VDP)

The Velocity Dependent Piston (VDP) has the unique ability to be valved to duplicate the curves of either linear or digressive pistons. Varying the inner, outer and preload stacks in conjunction with various bleed combinations can duplicate virtually any type of force value. Also the velocity where forces come in or out can be varied by altering the shims and preload/bleed combinations. Note: On the VDP we have found that using all 1.350 shims for the digressive outer stack (primarily on compression) helps to seperate the high and low speed circuits in the piston resulting in more compliancy over bumps and curbs. When running the linear side on rebound, it is a rule of thumb to run (1) step stiffer on the linear side than what was used on a standard linear piston.

1. The Low Speed section is controlled by the amount of bleed, the outer valve stack configuration and the amount of preload to determine the nose profile.

3. The Linear values and profile are set by the thickness of the inner stack.

4. The values and time of the progressive profile are determined by the orifice holes and the inner stack.

3 2

1. Low Speed - Bleed, Nose Profile 3. Linear - Inner Stack 2. Digressive - Preload, Outer Stack 4. Progressive - Orifice, Inner Stack Damping Adjustments

Figure 1 shows the effect of changing the pre-load (on digressive or VDP pistons) or dish (on linear or high flow pistons). Adding pre-load or dish will create a lot more low speed damping. In compression, it will cause the tire to be loaded quicker and give a “snappy” feel. In rebound, it will help to tie the vehicle down and let it take a set quicker.

Figure 1 Damping Adjustments

Figure 2

Figure 3 Dyno Graph Overview

+750

+600

+450

+300 Quadrant 1 Quadrant 2 +150

Force (Lbs) -150 Quadrant 4 Quadrant 3 -300

-450

-600

-750 -1.20 -1.00 -.80 -.60 -.40 -.20 +.0 +.20 +.40 +.60 +.80 +1.00 +1.20

Displacement (Inches)

QUADRANT #1 QUADRANT #2 QUADRANT #3 QUADRANT #4 This is the beginning of the This quadrant begins with the This quadrant begins with the This quadrant begins with the compression stroke. Where the compression valve stack open. shock at full compression and the rebound valve stack open. Where graph crosses the zero line Where the graph crosses the zero compression valve stack closed. the graph crosses the zero line (pounds) in quadrant #1 begins the line (inches) in quadrant #2 is the Where the graph crosses the zero (inches) in quadrant #4 is the compression stroke. Approximately maximum force produced by the line (pounds) in quadrant #3 begins maximum force produced by the the first 1/2" of displacement is compression valving. As the shock the rebound stroke. Approximately rebound valving. As the shock formed with relation to the low approaches the full compression the first 1/2" of displacement is approaches the full extension point, speed bleed bypass. When the point, the compression valve stack formed with relation to the rebound the rebound valve stack begins to shaft reaches a certain velocity, the begins to close as it approaches bleed through the shaft and jet. close as it approaches the low speed bleed bypass shuts off the rebound movement. When the shaft reaches a certain compression movement. At this and the compression valve stack velocity, the bleed shuts off and the point the cycle starts over again in begins to react. rebound valve stack begins to quadrant #1. react.

An easy way to help picture what is going on here is to relate the graph’s shape to what the dyno is doing to the shock. The dyno uses a scotch yoke system (shown above), where the motor turns a crank and the sliding yoke allows the main dyno shaft to make the up and down movement at the preset stroke. The dyno software takes thousands of measurements throughout a single revolution of the crank. The sampled points are connected to form the graph. By relating the crank’s position to the corresponding graph quadrant and the circular crank movement may help in reading the graphs. Dyno Graph Overview

Force / Velocity Average This graph shows the averages of the accelerating and decelerating compression and rebound forces. It is a good quick, general review of the shock curve, but is the least accurate of the options displayed.

Force / Velocity 2 This graph displays the accelerating and decelerating compression and rebound forces. Think of this graph as the Force / Displacement graph (below) folded in half. 1

* Hysteresis is the gap between accelerating and decelerat-

ing compression and rebound damping. It is affected by the type of piston, the shims used and the relative position of Ç Ç Hysteresis high and low speed adjusters. The bleed hole will close the gap or soften the low speed forces. 4 3

OVAL (Force / Displacement) QUADRANT #1 This is the beginning of the compression stroke. Where the graph crosses the zero line (pounds) in quadrant #1 begins the compression stroke. Approximately the first 1/2" of displacement is formed with relation to the low speed bleed bypass. When the shaft reaches a certain velocity, the low speed bleed bypass chokes off and the compression valve stack begins to react. QUANDRANT #2 This quadrant begins with the compression valve stack open. Where the graph crosses the zero line (inches) in quadrant #2 is the maximum force produced by the compression valving. As the shock approaches the full 12 compression point, the compression valve stack begins to close as it approaches the rebound movement. QUADRANT #3 43 This quadrant begins with the shock at full compression and the compression valve stack closed. Where the graph crosses the zero line (pounds) in quadrant #3 begins the rebound stroke. Approximately the first 1/2" of displacement is formed with relation to the rebound bleed through the shaft and jet. When the shaft reaches a certain velocity, the bleed chokes off and the rebound valve stack begins to react. QUADRANT #4 This quadrant begins with the rebound valve stack open. Where the graph crosses the zero line (inches) in quadrant #4 is the maximum force produced by the rebound valving. As the shock approaches the full extension point, the rebound valve stack begins to close as it approaches the compression movement. At this point the cycle starts over again in quadrant #1. Dyno Graph Overview

500

400 Low Speed Bleed Bypass (nose)

300 Bleed Chokes Off / Shims Activate (knee)

200 (slope) Low Shaft Speed 100 Compression

-100 Rebound

-200 Damping Forces (Lbs)

-300

-400

-500 0.00 1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00 9.00 10.00

Shaft Velocity (In/Sec)

Note: Remember that low speed damping characteristics are controlled by bleed through the adjuster and the bleed hole in the piston, not the valve stacks. Notes VDP - D/D or D/L

LF ______1.350 ______RF ______1.350 ______Preload ______1.350 ______Preload ______1.350 ______.750 ______.750 ______Piston Bleed ______.750 ______.900 ______1.050 ______1.235 ______

Jet ______1.235 ______1.050 ______.900 ______.750 ______.750 ______.750 ______Preload ______St.ack ______Preload ______

LR ______1.350 ______RR ______1.350 ______Preload ______1.350 ______Preload ______1.350 ______.750 ______.750 ______Gas Pressure ______.750 ______.900 ______1.050 ______1.235 ______

Clicks ______1.235 ______1.050 ______.900 ______.750 ______.750 ______.750 ______Preload ______St.ack ______Preload ______

Notes:

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. . Adjustable Shocks Technical Manual 8100, 8660, 8760 Series

Main Office 150 Franklin St. • P.O. Box 1056 Reading, PA 19603 (610) 375-6180 • (610) 375-6190 Fax

Southeast Midwest 771-28 Fentress Blvd. • P.O. Box 11586 12666 US-12 • P.O. Box 666 Daytona Beach, FL 32120 Brooklyn, MI 49230 (386) 274-5336 • (386) 274-5442 Fax (517) 592-6681 • (517) 592-3696 Fax

Table of Contents Page 8100 Series Shock Parts List ...... 2 Damper Specifications and Part Lengths ...... 3 8760 Series Shock Parts List ...... 4 Damper Specifications and Part Lengths ...... 5 8100 Series Compression Adjuster Parts List ...... 6 Operational Guide ...... 7 8660 Series Compression Adjuster Parts List ...... 8 Operational Guide ...... 9 8760 Series Compression Adjuster Parts List ...... 10 Operational Guide ...... 11 Rebound Adjusters ...... 12 Disassembly / Assembly Instructions ...... 13 Suggested Maintenance ...... 14 Trouble Shooting ...... 14 Valving General Valving Characteristics ...... 15 A Guide To Damper Tuning ...... 16 Basic Start-up Procedure ...... 17 Valve Stacks ...... 18 VDP and Digressive Valving Information Options...... 19 VDP 55mm Linear Base Shim ...... 19 Preload Shim Spacers...... 19 Pistons Flow Rate Through Multiple Bleed Holes ...... 20 Piston Selection ...... 21 Linear Piston ...... 22 Digressive Piston ...... 23 Velocity Dependent Piston (VDP) ...... 24 Damping Adjustments ...... 26 Dyno Graph Overview ...... 28 REV: 3/27/01 Notes ...... 32 #5 1 8100 Series Parts List

ITEM PART DESCRIPTION ITEM PART DESCRIPTION NO. NO. NO. NO. Aluminum Coil-over 18 VS-__* Valve Stack Double Adjustable 19 PB-55 Piston Band, 55mm 1 BD-81__* Body, Aluminum Coil-over (10.0" - 24.0") 20 PI-____* Piston 2 RH-812__* Ride Height Adjuster, 8100, (2.25" or 2.50") 21 OR-2028-B O-Ring, 2-028, Buna 70 3 OR-2221-B O-Ring, 2-221, Buna 70 22 VW-99 Top Out Plate, 1.375 x .500 4 HO-87__* Hose (4" - 36" in 1" increments) AS-76SB Assembly, Shaft Bearing Complete 5 FT-__* Fitting, (45o or 90o), 1/8" NPT (Includes Items 23-27) 6 BC-81__* Body Cap, 8100, (0o, 45o, 90o, 135o) 23 BU-10DU10 Bushing, DU .625 x .625 7 MO-8T Mono Ball, .500 ID, Teflon 24 OR-2221-B O-Ring, 2-221, Buna 70 MO-15T Monoball, 15mm ID, Teflon 25 SB-765 Shaft Bearing, 55mm 8 RR-16 Retaining Ring, 1.025 Spiroloc 26 OR-2114-V O-Ring, 2-114, Viton 75 JT-76RD Jet, Rebound Complete 27 SL-09 Shaft Wiper, .625 Poly (Blue) (Includes Items 9-13) 28 OR-2312-B O-Ring, 2-312, Buna 70 9 RR-05 Retaining Ring, .250 Internal 29 SH-_____* Shaft, Adjustable, (10.0" - 24.0") 10 JT-76HAT Jet, Top Hat 30 RS-81 Rebound Screw, Adjustable Shaft 11 SP-15 Spring, (FF71) 31 OR-2008-B O-Ring, 2-008, Buna 70 12 JT-76POP Jet, Poppet 32 SR-812__* Spring Retainer, 8100, (2.25" or 2.50") 13 JT-RDHSNG Jet, Rebound, Straight Thru 33 NT-04J Jam Nut, .625 x 18 14 NE-76 Needle 34 EY-81160 Eyelet, 1.60 Sweep, 0o 15 OR-2007-B O-Ring, 2-007, Buna 70 EY-811690 Eyelet, 1.60 Sweep, 90o 16 MR-8100 Metering Rod EY-81200 Eyelet, 2.00 Sweep, 0o 17 NT-02R Ring Nut, .500 x 20 EY-81230 Eyelet, 2.30 Sweep, 0o See Pages 6 and 7 for 8100 Series Adjuster. * Incomplete Part Number 2 8100 Damper Specifications

ABC ABC ABC D 10.0 2.125 6.075 13.0 3.625 7.575 16.0 5.125 9.075 1.6 (0o or 90o) (std.) 10.5 2.375 6.325 13.5 3.875 7.825 17.5 5.875 9.875 2.0 (0o) 11.0 2.625 6.575 14.0 4.125 8.075 18.0 6.125 10.075 2.3 (0o) 11.5 2.875 6.825 14.5 4.375 8.325 20.0 7.125 11.075 12.0 3.125 7.075 15.0 4.625 8.575 24.0 9.125 13.075 12.5 3.375 7.325 15.5 4.875 8.825 8100 Series Part Lengths

SH-___A BD-81___ Part Shock Shaft Metering Body Suffix Size Length Rod Length Length 100 10.0” 5.625 1.750 4.275 105 10.5” 5.875 2.000 4.525 110 11.0” 6.125 2.250 4.775 115 11.5” 6.375 2.500 5.025 120 12.0” 6.625 2.750 5.275 125 12.5” 6.875 3.000 5.525 130 13.0” 7.125 3.250 5.775 135 13.5” 7.375 3.500 6.025 140 14.0” 7.625 3.750 6.275 145 14.5” 7.875 4.000 6.525 150 15.0” 8.125 4.250 6.775 155 15.5” 8.375 4.500 7.025 160 16.0” 8.625 4.750 7.275 175 17.5” 9.375 5.500 8.025 180 18.0” 9.625 5.750 8.275 200 20.0” 10.500 6.625 9.400 220 22.0” 11.500 7.625 10.400 240 24.0” 12.500 8.625 11.400

3 8760 Series Parts List

ITEM PART DESCRIPTION ITEM PART DESCRIPTION NO. NO. NO. NO. 8760 Aluminum Coil-over (Piggyback) 27 OR-2007-B O-Ring, 2-007, Buna 70 8760 Aluminum Coil-over (Remote Reservoir) 28 NE-76 Needle 1 SR-762__* Spring Retainer, 8760, (2.00", 2.25" or 2.50") JT-76RD Jet, Rebound Complete AS-76EY__* Assembly, 8760 Eyelet Complete (2.1”, 2.3”,2.6”) (Includes Items 29-33) (Includes Items 2-8) 29 JT-RDHSNG Jet, Rebound, Straight Thru 2 RR-10 Retaining Ring, .875 Spiroloc 30 JT-76POP Jet, Poppet 3 MO-8T20 Monoball, .500 ID x .875 OD 31 SP-15 Spring, (FF71) 4 DO-09 Dowel Pin, 1/8" x 1 1/8" 32 JT-76HAT Jet, Top Hat 5 EY-76__* Eyelet, 8760, (2.10", 2.30", or 2.60") 33 RR-05 Retaining Ring, .250 Internal 6 OR-2017-B O-Ring, 2-017, Buna 70 34 RH-762__* Ride Height Adjuster, 8760, (2.00", 2.25" or 2.50") 7 KN-76RD Knob, Rebound Adjuster 35 BD-76___* Body, 8760, (55mm, 10.0" - 24.0") 8 CP-76RD Cap, Rebound Adjuster (45mm, 10.0" - 13.5") 9 DO-06 Dowel Pin, 1/16" x 3/8" 36 OR-2136-B O-Ring, 2-136, Buna 70 (55mm) 10 SR-76SRM Spring Retainer, 8760, Mount OR-2133-B O-Rint, 2-133, Buna 70 (45mm) 11 NT-12J Jam Nut, .562 x 18 37 HG-76PB___* Housing, Piggyback, (45mm or 55mm) 12 SH-76___* Shaft, 8760, (10.0" - 24.0") CO-76____* Collar, Body, (45mm or 55mm) 13 OR-2312-B O-Ring, 2-312, Buna 70 38 BC-76___* Body Cap,8760, (45mm or 55mm) AS-76SB__* Assembly, 8760 Shaft Bearing (45mm, 55mm) BC-76E___* Body Cap, 8760, Extended (.250”,.500”,1.00”) 55mm (Includes Items 14-18) 39 HO-87__* Hose (4" - 36" in 1" increments) 14 SL-09 Shaft Wiper, .625 Poly (Blue) 40 FT-__* Fitting, (45o or 90o), 1/8" NPT 15 OR-2114-V O-Ring, 2-114, Viton 75 41 OR-2222-B O-Ring, 2-222, Buna 70 16 SB-76_ Shaft Bearing, 8760, (45mm or 55mm) 42 RB-76_* Reservoir Body, 8760, (4.00", 5.00" or 6.00") 17 OR-2221-B O-Ring, 2-221, Buna 70 (55mm) 43 PI-76 Piston, Floating, 1.75 Diameter OR-2219-B O-Ring, 2-219, Buna 70 (45mm) 44 OR-4222-B Quad Ring, 4-222, B-70 18 BU-10DU10 Bushing, DU .625 x .625 45 SL-87 Seal, Dowty 19 VW-99 Top Out Plate, 1.375 x .500 46 SC-18 Screw, SHCS, 4-40 x 1/4" 20 VS-___* Valve Stack 47 CP-76 Cap, Reservoir Port O-Ring 21 OR-2025-B O-Ring, 2-025, Buna 70 (45mm) 48 RR-06 Wire Ring, .0625 Wire Diameter x 1.900 OR-2028-B O-Ring, 2-028, Buna 70 (55mm) AS-76RESCAP Assembly, 8760 Reservoir Cap 22 PI-____* Piston (Includes Items 47, 41, 49, 50) 23 PB-___* Piston Band, (45mm or 55mm) 49 OR-2010-B O-Ring, 2-010, Buna 70 24 VS-___* Valve Stack 50 IU-20-A Air Valve, Port O-Ring, Aluminum 25 NT-02R Ring Nut, .500 x 20 IU-04 Valve Core, 2000 psi 26 MR-8760 Metering Rod IU-06 Valve Cap, High Temperature See Pages 8-11 for 8660 and 8760 Series Adjuster. * Incomplete Part Number 4 8760 Series Damper Specifications

45mm (1.87 OD) = 2.00” ID Spring Hardware o o o o 0 180 0 180 55mm (2.06 OD) = 2.25” or 2.50” ID Spring Hardware

o o o o 45 135 45 135 DIM “A” DIM “B” DIM “C” o o 90 90 10.0 1.875 5.850 10.5 2.125 6.100 DIM “A” 11.0 2.375 6.350 Eye to Eye 11.5 2.625 6.600 DIM “B” DIM “C” 12.0 2.875 6.850 Stroke Body Length 12.5 3.125 7.100 13.0 3.375 7.350 13.5* 3.625 7.600 14.0 3.875 7.850 14.5 4.125 8.100 15.0 4.375 8.350 15.5 4.625 8.600 16.0 4.875 8.850 Dim “E” 17.5 5.625 9.600 18.0 5.875 9.850 20.0 6.875 10.850 22.0 7.875 11.850 DIM “D” Reservoir Length 24.0 8.875 12.850 DIM “D” 4.00 5.00 6.00 DIM “E” 2.277 for 2.100 Eyelet (std.) 2.477 for 2.300 Eyelet 2.777 for 2.600 Eyelet * 13.5 (DIM “A”) max for 45mm 8760 Series Part Lengths

SH-76__ _ BD-76__ _ Part Overall Shaft Metering Body Suffix Length Length Rod Length Length 100 10.0” 5.250 2.525 3.915 105 10.5” 5.550 2.775 4.165 110 11.0” 5.750 3.025 4.415 115 11.5” 6.000 3.275 4.665 120 12.0” 6.250 3.525 4.915 125 12.5” 6.500 3.775 5.165 130 13.0” 6.750 4.025 5.415 135 13.5” 7.000 4.275 5.665 140 14.0” 7.250 4.525 5.915 145 14.5” 7.500 4.775 6.165 150 15.0” 7.750 5.025 6.415 155 15.5” 8.000 5.275 6.665 160 16.0” 8.250 5.525 6.915 175 17.5” 9.000 6.275 7.665 180 18.0” 9.250 6.525 7.915 200 20.0” 10.250 7.525 8.915 220 22.0” 11.250 8.525 9.915 240 24.0” 12.250 9.525 10.915 5 8100 Series Compression Adjuster Parts List

PART ITEM PART DESCRIPTION ITEM DESCRIPTION NO. NO. NO. NO. 8100 Series CD Adjuster Option 12 BA-250-ST Ball, Steel - 1/4" Available in 5.5" and 7" Body Lengths 13 SP-10 Spring, (TA2086) 1 IU-22-S Air Valve, Port O-Ring, Steel 14 HO-87__* Hose (4" - 36" in 1" increments) IU-04 Valve Core, 2000 psi AS-81UD Assembly, Update 8100 CD Adj with Knob IU-06 Valve Cap, High Temperature (Includes Items 4, 9-13, 15-24) OR-2010 O-Ring, 2-010, Buna 70 15 SC-02 Screw, Socket Set, 8/32" x 3/8" 2 RR-06 Wire Ring, .0625 Wire Diameter x 1.900 16 KN-81 Knob, CD 8100 3 CP-81R Cap, 8100 Reservoir 17 RR-02 Retaining Ring, .250 External 4 OR-2221-B O-Ring, 2-221, Buna 70 18 SC-08 Screw, Socket Set, 8-32 x 1/8" 5 PB-55 Piston Band, 55mm 19 SP-14 Spring, (A109) 6 PI-81R Piston, Reservoir 1.72 Diameter 20 BA-125-ST Ball, Steel - 1/8" 7 OR-2323-M O-Ring, 2-323, Moly 70 21 HG-81D Housing, CD 8100 Dished 8 RB-81__* Reservoir Body, 8100, (5.50" or 7.00") 22 OR-2006-B O-Ring, 2-006, Buna 70 9 SC-24 Screw, SHCS, 10-24 x 3/8" 23 DR-81 Drum, CD 8100 10 VW-03 Washer, Valve, .635 x .015 x .191 24 OR-2013-B O-Ring, 2-013, Buna 70 11 DO-04 Dowel Pin, 3/32" x 3/4" * Incomplete Part Number

6 8100 Series Compression Adjuster

Figure 2

The 8100 compression adjuster is located in the remote reservoir assembly. The remote reservoir serves as an extension of the shock absorbers vital elements: oil and nitrogen. The remote reservoir theory allows for the use of increased volumes of oil and nitrogen while allowing for smaller shock packaging. Increased nitrogen volume is essential for consistent damping forces throughout a long race and extreme conditions. In the compression mode of the shock absorber, fluid is forced into the remote reservoir in direct proportion to the area of the shaft entering the shock body. As fluid enters the reservoir, it must pass through the compression adjuster. Inside the compression adjuster is the CD drum. The CD drum has (6) settings, numbered (1-6), with number one setting (the largest hole) being full soft and number six (the smallest hole) being full firm. As fluid is forced through the CD drum (Figure 1), it is metered through one of the preassigned orifices in the drum; it then enters the reservoir body,moving the floating piston. The floating piston is designed to separate the fluid and Figure 1 nitrogen, eliminating any chance of aeration. In the event of high speed shaft velocities, fluid passing through the hole in the CD drum could pack-up, causing an increase in damping forces, due to the fact that fluid can no longer pass through the hole. In this event, the fluid forces open the blow-off valve (Figure 2). The blow-off valve makes a more linear damping curve. Note: The remote compression adjuster is a fine tuning device for the main valving located inside the shock absorber.

7 8660 Series Compression Adjuster Parts List

PART ITEM PART DESCRIPTION ITEM DESCRIPTION NO. NO. NO. NO. 8660 Series Adjuster Option 15 SP-16 Spring, (1460) Available in 4", 5", and 6" Body Lengths 16 OR-2222-B O-Ring, 2-222, Buna 70 1 RR-12 Retaining Ring, .343 External 17 OR-2028-B O-Ring, 2-028, Buna 70 2 CA-92 Cage, CD Clasp .343 Diameter 18 HG-76____* Housing, 8760, (Side Entry or Top Entry) 3 RR-12 Retaining Ring, .343 External 19 SP-14 Spring, (A109) 4 CA-90 Cage, CD Top Hat .343 Diameter 20 BA-125-ST Ball, Steel - 1/8" 5 VW-91 Washer, Valve, 1.475 x .010 21 OR-2013-B O-Ring, 2-013, Buna 70 VW-88 Washer, Valve, 1.350 x .008 22 SC-08 Screw, Socket Set, 8/32" x 1/8" VW-66 Washer, Valve, 1.200 x .006 23 OR-2010-B O-Ring, 2-010, Buna 70 VW-44 Washer, Valve, 1.050 x .004 24 SH-86CD Shaft, CD High Speed VW-28 Washer, Valve, .900 x .008 25 HO-87___* Hose (4" - 36" in 1" increments) VW-30 Washer, Valve, .900 x .010 26 RB-76___* Reservoir Body, 8760, (4.00", 5.00" or 6.00") VW-38 Washer, Valve, .900 x .020 27 PI-76 Piston, Floating 1.75 Diameter 6 CA-76CD Cage, Compression Adjuster 28 OR-4222-B Quad Ring, 4-222, Buna 70 7 SC-76INS Screw, Piston Insert 29 SL-87 Seal, Dowty 8 VW-70 Washer, Valve, 1.200 x .010 30 SC-18 Screw, SHCS, 4 - 40 x 1/4" 9 SC-06 Screw, SHCS, 1/4" -20 x 3/4" 31 CP-76 Cap, Reservoir Port O-Ring 10 VW-01-C Crush Washer, .25 ID, Copper 32 RR-06 Wire Ring, .0625 Wire Diameter x 1.900 11 PI-76CD Piston, Compression Adjuster 33 OR-2010-B O-Ring, 2-010, Buna 70 12 OR-2013-B O-Ring, 2-013, Buna 70 34 IU-20-A Air Valve, Port O-Ring, Aluminum 13 DO-06 Dowel Pin, 1/16" x 3/8" IU-04 Valve Core, 2000 psi 14 BA-187-ST Ball, Steel - 3/16" IU-06 Valve Cap, High Temperature * Incomplete Part Number

8 8660 Series Compression Adjuster

Fixed Low Speed Bleed Circuit High Speed Flow Circuit

Compression Adjuster

COMPRESSION ADJUSTMENT

In the state of low shaft velocities (i.e. corner entry, exit, and power down), oil is displaced within the damper in direct proportion to the volume of the shaft entering the body. The displaced fluid passes through the compression adjuster where it is metered through a fixed, low speed bleed orifice. Due to the small diameter of this orifice and the viscosity of the damper fluid, a pressure loss occurs across the orifice. This loss of pressure is a loss of energy in the fluid due to friction and the subsequent opposing damping force is generated.

As the shaft velocities increase, the same amount of fluid must pass through the low speed bleed orifice, but at a much higher rate. The viscosity of the fluid causes a greater resistance to flow at the orifice entrance which in turn produces a large internal force on the CD housing. The other major internal components, namely the piston and shim cage, are designed to handle this extra force by allowing the shims to “blow off” proportionally to the extra force generated, much like a coil spring compresses proportionally to the axial load applied. With this arrangement, the low speed bleed orifice still meters fluid during high speed shaft movements, but the extra forces generated are handled with the shims which have less resistance to flow at higher velocities. They are designed to virtually bypass the low speed orifice and form a new fluid circuit. The force at which this occurs can be varied by turning the compression adjuster in or out, which preloads the shims. Therefore, as the preload on the shims increases, the static force required for them to activate is increased as well. The name designation for the parts also clue one in to their purpose, with the low speed bleed orifice handling low velocity bleed flows and the piston/shim arrangement handling high velocity flows. This principle originated in the main shaft piston/ shim arrangement and follows similar behavior.

NOTE: When making adjustments, use the full soft setting (adjuster wound all the way in against the reservoir body) as a starting point when counting the number of “clicks” to the desired setting. The full soft setting should correspond to a clicker number designation of 0. This starting datum has been proven to be most reliable and repeatable when making compression adjustments. There are 22 +/- clicks of adjustment.

9 8760 Series Linear Compression Adjuster

ITEM PART ITEM PART DESCRIPTION DESCRIPTION NO. NO. NO. NO. * AS-76CDSH ASSM, 8760 CD HIGHSPEED SHAFT (1-3, 5, 12, 21, 27-28) 19 PI-76CD PISTON, COMP ADJUSTER 1 SC-76CDLS SCREW, CD LOW SPEED 20 HG-76SIDE HOUSING, 8760 SIDE 2 SP-12 SPRING, (3648) HG-76TOP HOUSING, 8760 TOP 3 BA-093-ST BALL, 3/32 STEEL HG-76PB55 HOUSING, PB 55MM 4 OR-2013-B O-RING, 2-013 BUNA 70 DURO HG-76PB45 HOUSING, PB 45MM 5 OR-2004-B O-RING, 2-004 BUNA 70 DURO 21 DO-18 ROLL PIN, 1/16 X 1/2 6 DO-06 DOWEL PIN, 1/16 X 3/8 22 BA-125-ST BALL, 1/8 STEEL 7 SP-16 SPRING, (1460) 23 SP-14 SPRING, (A109) 8 BA-187-ST BALL, 3/16 STEEL 24 SC-08 SCREW, SOCKET SET8/32 X 1/8 9 VW-120010 WASHER, 1.200 X .010 X .500 VALVE 25 VW-01-C CRUSH WASHER, .25 ID, COPPER 10 CA-76CD CAGE, COMPRESSION ADJUSTER 26 SC-06 SCREW, SHCS 1/4-20 X 3/4 11 SC-76INS SCREW, PISTON INSERT 27 SH-76CD12 SHAFT, CD HIGH SPEED 12PT 12 JT-76CDSH JET, HIGH SPEED SHAFT 28 OR-2010-B O-RING, 2-010 BUNA 70 DURO 13 CA-92 CAGE, CD CLASP .343 DIAMETER 29 VW-147510 WASHER, 1.475 X .010 X .500 VALVE 14 RR-12 RETAINING RING, .343 EXTERNAL 30 VW-135008 WASHER, 1.350 X .008 X .500 VALVE 15 CA-90 CAGE, CD TOP HAT .343 DIAMETER 31 VW-120006 WASHER, 1.200 X .006 X .500 VALVE 16 OR-2222-B O-RING, 2-222 BUNA 70 DURO 32 VW-105004 WASHER, 1.050 X .004 X .500 VALVE 17 OR-2013-B O-RING, 2-013 BUNA 70 DURO 33 VW-90008 WASHER, .900 X .008 X .500 VALVE 18 OR-2028-B O-RING, 2-028 BUNA 70 DURO 34 VW-90010 WASHER, .900 X .010 X .500 VALVE 35 VW-90020 WASHER, .900 X .020 X .500 VALVE

19 18 17 16 28 15 31 14 29 30 32 13 33

27 21

1 22 2

3 23 4 24 5 12 11 34 35 9 10 25 26 8 6 7

8760 Series Digressive Compression Adjuster

ITEM PART ITEM PART DESCRIPTION DESCRIPTION NO. NO. NO. NO. * AS-76CDSHDIG ASSM, 8760 CD DIG HIGHSPEED SHAFT (ITEMS 1,2,5,7,16-18) 14 SP-14 SPRING, (A109) 1 SC-76LS SCREW, 8760 CD CURVED LOW SPEED 15 BA-125-ST BALL, 1/8 STEEL 2 SH-76CDSHDIG SHAFT, CD HIGH SPEED, DIG. CD UNIT 16 DO-18 ROLL PIN, 1/16 X 1/2 3 OR-2013-B O-RING, 2-013 BUNA 70 DURO 17 SP-12 SPRING, (3648) 4 HG-76SIDE HOUSING, 8760 SIDE 18 BA-093-ST BALL, 3/32 STEEL HG-76TOP HOUSING, 8760 TOP 19 OR-2004-B O-RING, 2-004 BUNA 70 DURO HG-76PB55 HOUSING, PB 55MM 20 SC-14 SCREW, SHCS 1/4-20 LOW HEAD HG-76PB45 HOUSING, PB 45MM 21 PI-76DIGPLATE PISTON, 8760 DIG CD PLATE 5 OR-2010-B O-RING, 2-010 BUNA 70 DURO 22 VW-75015-625 WASHER, .750 X .015 X .625 VALVE 6 OR-2222-B O-RING, 2-222 BUNA 70 DURO 23 VW-75010-625 WASHER, .750 X .010 X .625 VALVE 7 JT-76CDSH JET, HIGH SPEED SHAFT 24 VW-120004-625 WASHER, 1.200 X .004 X .625 VALVE 8 SC-76INS SCREW, PISTON INSERT 25 VW-120008 WASHER, 1.200 X .008 X .500 VALVE 9 PI-76CDDIG PISTON, CD DIG 26 VW-120010 WASHER, 1.200 X .010 X .500 VALVE 10 OR-2025-B O-RING, 2-025 BUNA 70 DURO 27 VW-105012 WASHER, 1.050 X .012 X .500 VALVE 11 NT-76CDJ JAM NUT, 8760 H/S CD SHAFT TOP HAT 28 VW-90012 WASHER, .900 X .012 X .500 VALVE 12 NT-76CDT NUT, 8760 H/S CD SHAFT TOP HAT 29 VW-75006 WASHER, .750 X .006 X .500 VALVE 13 SC-08 SCREW, SOCKET SET8/32 X 1/8 30 VW-75008 WASHER, .750 X .008 X .500 VALVE

21 10 9 25 26 8 20 22 23 27 24 28 29 30 19

18 17

16 15 14 13 3 4 1 2 5 7 6 12 11 8760 Series Compression Adjuster

LOW SPEED COMPRESSION ADJUSTMENT

In the state of slow shaft movement (i.e., corner entry, exit, and power down), oil is displaced into the reservoir in direct proportion to the area of the shaft entering the shock body. The oil passes through the compression adjuster where it is metered through an adjustable needle and jet assembly. By shutting down the flow of oil, the oil is restricted, causing a stiffer feel in low speed circumstances. The low speed adjuster works in conjunction with the high speed adjuster to delay the high speed circuit.

The low speed compression bleed bypass adjuster has approximately 30 “clicks” of adjustment. Turning the adjuster knob clockwise increases the low speed damping.

HIGH SPEED COMPRESSION ADJUSTMENT In fast shaft movement (i.e. bumps, track inconsistencies, etc.), oil is displaced into the reservoir, as in the low speed state, but at a much faster velocity. The oil is forced to bypass the low speed needle and jet due to the fact that the small orifice in the jet causes the oil to hydraulic. In turn, the oil is forced through another piston in which it’s orifices are covered by another shim stack. This shim stack is preloaded with force from the CD cage and preload shims. By turning the high speed adjuster clockwise (stiffer), you are preloading the CD cage and shims, making it tougher for the oil to flex the shims.

The operation of the high speed adjuster assembly effect is timed by the adjustment of the low speed needle and shaft velocity. (i.e., if the low speed needle is full soft, at high speed a larger volume of oil will initially pass through the low speed jet slightly delaying the operation of the high speed bypass mode.

Turning the black hex adjuster clockwise increases the high speed damping. There are 24 +/- clicks of high speed adjustment counting from full soft.

NOTE: When making adjustments on the high speed adjuster, start at the full soft setting (adjuster wound all the way in against the reservoir body) counting the clicks toward full firm. When adjusting low speed, start at the full firm setting (adjuster wound all the way in against high speed adjuster) counting the clicks toward full soft. This makes your settings more precise and less confusing for your records. 11 Rebound Adjusters

8760 Needle and Jet

The rebound adjuster on the 8100 and 8700 Series shock absorber is located in the eyelet at the base of the main shaft. Inside the window is an adjustment screw, which serves as the control point for rebound adjustments. (Figure 1) The 8760 rebound adjuster (red knob) is located at the base of the eyelet. (Figure 2) During the rebound (extension) stage of the shock movement, fluid is forced through two ports in the main shaft. Inside the main shaft is a needle and jet assembly, which adjusts the amount of fluid passing through the jet. By turning in the rebound adjuster (clockwise), the needle is forced up into the jet, restricting the fluid, causing firmer rebound damping forces. In reverse, by turning the adjuster out (counter clockwise), more oil is allowed to pass through the jet causing lighter rebound damping forces. The rebound adjustment assembly, is a timed control for the shims located on the main piston to work.

ADJUSTMENT Æ 30 +/- clicks

SCREW 25 +/- clicks -+Æ ADJUSTER + = More Damping KNOB - = Less Damping

Figure 1 Figure 2 12 Disassembly / Assembly Instructions

Disassembly Instructions 1. Back the rebound adjuster to full soft and depressurize the remote reservoir. 2. Clamp the body cap eyelet in a vise with the shaft pointing up. 3. Unscrew the shaft bearing assembly and remove the shaft assembly. 4. Drain the oil. (Please dispose of properly) 5. Push the reservoir end cap up into the reservoir body. 6. Using a scribe, pry the wire retaining ring out of the reservoir body and remove the reservoir end cap. 7. Looking into the reservoir, you will see a threaded hole in the reservoir floating piston. Using an 8-32 (8100) or 3-8 x 24 (8760) internally threaded rod, remove the floating piston by holding onto the reservoir body and pulling on the threaded rod. Drain the oil from the reservoir 8. Use solvent to clean all parts, then dry and inspect them. NOTE: Brake cleaner use is discouraged due to the possible damaging effects on seals and wipers. 9. Inspect and replace the o-rings as needed. 10. If needed, revalving is done at this point. Clamp the shaft eyelet in the vise with the piston pointing up. Remove the 1/2" ring nut from the top of the shaft assembly to access valving or to change the seals in the shaft bearing. Assembly Instructions 1. Reassemble the shaft and piston assembly. Before installing the ring nut, there should be no more then .150 shaft to bottom threads exposed to avoid damaging the nut or shaft threads. Be sure to add sufficient constants to be able to properly torque the ring nut to 25 ft•lbs (300 in•lbs). [Use constants on CD side for linear pistons. Digressive and VDP can be varied.] 2. If the jet was removed, add a tiny drop of blue Loctite™ to its threads and torque to 120 in•lbs (maximum). 3. Torque the jam nut to 40 ft•lbs (480 in•lbs). 4. With the shock returned to the vise, fill the remote reservoir half full with oil. 5. Hold the remote reservoir above the shock body and look into shock body. When the oil level is above the fitting port, fill the reservoir to the top with oil. [ 8100 set CD on full hard, #6; 8660 set CD on full soft, turn knob counter clockwise until it stops against CD body; 8760 high speed CD adjuster (black hex) set on full soft, turn counter clockwise until it stops against CD body, low speed CD adjuster (silver knob) set on full hard, turn knob clockwise until it stops against high speed hex.] 6. Before the oil lowers, insert the floating piston and 8100 piston band or 8700/8760 quad ring* into the reservoir body. *Make sure the quad ring is not twisted. 7. Hold the remote reservoir below the level of the shock with the hose pointing up allowing any trapped air to flow up into the shock body. Using the handle of a mallet, push the floating piston up into the reservoir body until bottomed. [ 8100 CD set on full soft, #1; 8660 CD set on full soft, turn the knob counter-clockwise until it stops; 8760 high speed CD adjuster (black hex) set on full soft, turn counter-clockwise until it stops, low speed adjuster (silver knob) set on full soft, turn the knob counter-clockwise until it stops.] 8. Slowly pull the reservoir floating piston back, then push in 2 to 3 inches. 9. Repeat step #7 & #8 until there are no air bubbles seen coming from the reservoir. (When no air bubbles are seen go directly from step #7 to step #10). 10. Replace the reservoir end cap and snap ring. 11. Pressurize the remote reservoir to reposition the floating piston (approx. 150 psi). 12. Fill the shock body with oil to the bottom of the threads (1/2" from the top of the body). 13. Insert the piston/shaft assembly with the teflon piston band into the shock body, pushing the piston just below the surface of the oil, until the 2 shaft bleed hole ports are covered. 14. It is very important to remove as much air as possible from the piston assembly. To do this, start by moving the shaft up slowly and pushing down a few times using a 1" - 2 " stroke, being sure to keep the two ports in the shaft below the surface of the oil, or air will be sucked back into the piston assembly. Lightly tap the eyelet a few times with a mallet to assure that all the air is released from the piston. NOTE: this step is very important; take your time, repeat as needed. 15. Slowly pull up on the shaft assembly until the two ports are just below the surface of the oil. Top off with oil to fill the shock body. 16. Slide the shaft bearing down without moving the shaft until the o-ring contacts the body. Depressurize the remote reservoir, tighten the shaft bearing. Do not overtighten the shaft bearing. 17. Pressurize the shock to approximately 200 psi. Please call if you have any questions on specific pressures. NOTES 1) IMPORTANT: Reservoir floating piston must be repositioned before the shaft is inserted into the shock body (refer to step #11). 2) Penske Suspension Fluid (Silkolene Pro RSF 5 wt.) is recommended. Use of alternate fluids may have an adverse effect the damper's internal sealing components. (i.e., o-rings) 13 Suggested Maintenance

PRE RACE...... Inspect for oil leakage. Check the nitrogen pressure.

EVERY 30 HOURS OF TRACK TIME OR YEARLY ...... Change oil. Replace the shaft seal o-ring, wiper, shaft bearing o-ring, reservoir cap o-ring and piston o-ring, floating piston quad ring, valve shims.

Trouble Shooting

LOSS OF NITROGEN PRESSURE ...... Valve core is not tight or needs replacing, o-ring on air valve needs replacing, reservoir cap o-ring needs replacing, leaking quad ring, or dowty seal.

OIL LEAK AROUND SHAFT...... Shaft seal o-ring or wiper needs replacing. Note: minimal oil seepage is normal.

OIL LEAK AT RESERVOIR ...... Teflon tape seal on hose needs replacing, reservoir cap or CD housing o-ring needs replacing.

OIL LEAK BETWEEN SHAFT BEARING AND BODY ...... Shaft bearing o-ring needs replacing.

SHAFT WILL NOT FULLY EXTEND ...... Check for bent shaft, low nitrogen pressure. Note: do not spray brake cleaner or solvent on the shaft wiper, it may cause it to swell and prevent proper movement.

14 General Valving Characteristics

High Speed Low Speed** High Speed Rebound Compression and Rebound Compression

The damping characteristics of your shock are determined by the compression and rebound valve stacks located on the main piston.

The valve stacks are made up of a series of high quality shims, which are made to flex under the force of oil flowing through the piston ports and then return to their original state.

The thickness of the individual shims determines the amount of damping force the shock will produce. By changing the thickness of the individual shims, damping forces will be altered. For example, if you are running an “A” compression valving, where all the shims in the stack are .006 thick and you replace them with a “B” compression valving, which consists of all .008 thick shims, the compression damping will increase.

* When the shaft is moving very slowly oil passes through the bleed hole, if there is one, before it passes to the shims.

15 A Guide To Damper Tuning

The ultimate purpose of a shock is to work together with the spring to keep the tire on the track. In compression (bump) to help control the movement of the wheel and in rebound to help absorb the stored energy of the compressed spring. Breaking down the shaft speeds to chassis movement can be done from the data taken from on board data acquisition and/or actual test sessions. Where we find the biggest advantages with low speed adjusters is looking at the chassis in the plane of the four wheels in relation to chassis movement in roll and pitch and how quickly weight is transferred to each corner in order to load the tire sooner or later, depending on track conditions. Usually in rain or low grip situations allowing more bleed or less low speed damping is desirable to delay tire loading upon initial roll. In dry high grip conditions adding damping or restricting bleed will load the tire sooner upon initial roll increasing platform stability. In pitch situations on smooth surfaces under braking, increasing low speed damping or restricting bleed will help load the tires for entry or mid corner. If the tire begins bouncing under braking usually an increase in high speed compression will calm this down. If the chassis feels like it is moving around too much relative to the track, increasing low speed damping or restricting bleed will overall firm up the chassis and give it a crisp feel or a better sense of feel in the car. This is why most drivers like this adjustment; as increasing low speed compression seems to give the driver better or quicker feedback from the chassis, resulting in a higher confidence in the car. A car with too much low speed damping will usually lack grip in change of directions, cannot put power down in slower corners (wheel spin) and lack overall grip after initial turn in. If traction is a problem coming off slow corners, reducing low speed damping or adding more bleed will help weight transfer at the rear thus increasing traction. We like to look at high speed adjustments as individual movements at any of the four corners, caused by an input from the circuit or an exaggerated action by the driver. This adjustment is less forgiving than low speed, because of its large range of adjustment which can help or hurt the balance of the car. It is straight forward on how to adjust from simple driver’s inputs, in regards to if the car feels too soft or stiff in the bumpier sections of the circuit. One of the most important things to know about these adjusters is their relative position to one another. If for instance you have the low speed set at 25 to 30 clicks (soft), the range of high speed adjustment will be lessened. Or in the opposite direction, if the high speed is set at 0 to 1 (off soft), the low speed adjustment range will be lessened. Also, when making a big adjustment in high or low speed, the change will affect the other in a small percentage. As an example, the high speed is set at (+4) and the low speed at (-6). Now you want to set the low speed to (-2), this will also increase a percentage of the high speed force figure. By dropping the high speed from (+4) to (+3) would compensate for this low speed change so the overall “damper curve” would remain intact. The more experience you have with these the easier it will become to recognize what changes can occur in relation to different valvings. The tendency of these circuits to “cross talk” is greatly reduced in our new digressive CD piston (part # AS-76DIGCDUP). The rebound adjuster consists of a needle metering flow across a hole. This metered flow bypasses the main piston/shim assembly until flow is choked off. The shims then modulate the flow.

Large Amplitude Change Small Amplitude Change FORCE FORCE Small Amplitude Change Large Amplitude Change

VELOCITY (SHAFT SPEED) VELOCITY (SHAFT SPEED) LOW SPEED HIGH SPEED LOW SPEED HIGH SPEED LOW SPEED ADJUSTMENT EXAMPLE HIGH SPEED ADJUSTMENT EXAMPLE

16 A Guide To Damper Tuning

The range of adjustments will have a relation to high or low shaft velocity depending on what main piston is being used: 1) Linear Piston 1° - adjustment through range 2) Linear Piston 2° - greater change in low speed adjustment 3) Velocity Dependent Piston - adjustment through range with greater change in low speed 4) Digressive Piston - range primarily in low speed Also depending on valving, there will be an affect on adjustment range. The softer the valving (A - B), the less force range it will have. This is due to a lower pressure required to blow the valves on the main piston. Obvi- ously the heavier the valving (C - E), the more effective the bleed becomes. On digressive pistons, pre-load also affects the range of adjustment. Rebound adjustments are usually indicated by the driver asking for more stability. By increasing low speed damping, stability will be enhanced; decreasing damping will allow more movement in the car, but will result in a little better tire wear. Also, the amount of rebound can have a great influence on weight transfer. Less front rebound allows weight transfer to the rear under acceleration. Less rebound in the rear allows for a greater amount of weight transfer to the front under braking and turn in. When a car is over damped in rebound it can pack down in a series of bumps and a driver will recognize this as too stiff and usually will think it is compression damping. Too much rebound can cause lack of grip on cornering. When making a large spring change keep in mind where the rebound adjuster is and do you have enough range to compensate. Sometimes a spring change will bring a better balance to the damping values after the spring change. If the spring/shock combination was balanced, the rule of thumb is a stiffer spring requires lower compression and higher rebound. A softer spring requires higher compression and lower rebound.

Basic Start-up Procedure

The following setup procedures are basic recommendations for reaching an initial starting point using double adjustable Penske Racing Shocks. This procedure is ideal for use on an open test schedule. A race weekend may not allow enough time. Start by making the compression adjustments as described below, until it feels right, then move to the rebound adjustments. COMPRESSION The idea is to set the compression damping forces to suit the bumps in critical areas, such as corners, corner exits and braking zones. Increasing or lowering cannister pressure (range 150 to 300 psi) can have an influence on support under braking, acceleration, and tire loading on turn in, and on mid-corner grip. Step 1 - Set the rebound adjuster at full soft. Step 2 - Starting with the compression setting at full soft, drive a lap then return to increase the bump settings. Continue this process of adding bump control to minimize the upsets until the car becomes harsh, loses tire compliance and traction. At this point you know that you have gone too far on the compression settings; back off one click. REBOUND The idea is to tighten up the car, stabilize the platform and eliminate the floating "Cadillac feeling". This will also reduce the rate of body roll. Step 1 - With the rebound setting at full soft, add 5 flats (8100) or clicks (8760) of rebound adjustment at a time, then return to continue the process until the car becomes "skittish" or the rear wheels hop under braking. At this point you know you have gone too far on the rebound settings, back off one flat at a time for final balance. Once again, this is a basic procedure for finding your initial setup for a given track. If you find that you are at the end of your adjustment range and feel that the car is feeling better, you will need to revalve the shocks to allow for further adjustment in the given direction. 17 Valving

Constant Compression Valve Stack Rebound Valve Stack Constant

When refering to shock valving, (example: A/B), (A) refers to the compression valve stack and (B) refers to the rebound valve stack.

Valve Stacks

Standard Digressive Valve Stack

1.350 O.D. 1.200 O.D. 1.050 O.D. .900 O.D. .750 X .020

18 VDP and Digressive Valving Information Options

2 Notch 5 Notch 8 Notch 1.350 O.D. 1.350 O.D. 1.350 O.D.

Part # Part # Part# .004 VW-2NX.004 .004 VW-5NX.004 .004 VW-8NX.004 .006 VW-2NX.006 .006 VW-5NX.006 .006 VW-8NX.006 .008 VW-2NX.008 .008 VW-5NX.008 .008 VW-8NX.008

Flow Rate Through Slotted Shims Equivalent These flow rate values are dimensionless Shim Number Relative Bleed Hole Ø and have no real meaning by themselves. Thickness of Notches Flow Rate (1) Hole They are simply used to cross-reference 0.004 2 0.48 0.022 the amount of flow between different bleed hole or slot combinations. For 0.004 5 1.20 0.035 example, four Ø.010” holes would have 0.004 8 1.93 0.044 the same flow rate as one Ø.020” hole (with a flow rate of 0.40). The flow rates 0.006 2 0.64 0.025 can also be added, so a piston with three 0.006 5 1.61 0.040 Ø.015” and three Ø.020” holes would have a total flow rate value of 0.68 + 1.20 0.006 8 2.57 0.051 = 1.88 which would be the same as three 0.008 2 0.86 0.029 Ø.025” holes. 0.008 5 2.14 0.046 0.008 8 3.42 0.059

VDP 55mm Linear Base Shim Preload Shim Spacers Part# Part # .004 x .750 VW-23 .004 VS-37 .006 x .750 VW-25 .006 VS-39 .008 x .750 VW-27 .008 VS-41 .010 x .750 VW-29 .010 VS-43 .012 x .750 VW-31 .012 VS-45 .015 x .750 VW-33 .015 VS-47 .020 x .750 VW-00 1.235 O.D. 19 Flow Rate Through Multiple Bleed Holes

Hole 1 2 3 4 5 6 7 8 9 Diameter Hole Holes Holes Holes Holes Holes Holes Holes Holes 0.010 0.10 0.20 0.30 0.40 0.50 0.60 0.70 0.80 0.90 0.012 0.14 0.29 0.43 0.58 0.72 0.86 1.01 1.15 1.30 0.015 0.23 0.45 0.68 0.90 1.13 1.35 1.58 1.80 2.03 0.018 0.32 0.65 0.97 1.30 1.62 1.94 2.27 2.59 2.92 0.020 0.40 0.80 1.20 1.60 2.00 2.40 2.80 3.20 3.60 0.022 0.48 0.97 1.45 1.94 2.42 2.90 3.39 3.87 4.36 0.024 0.58 1.15 1.73 2.30 2.88 3.46 4.03 4.61 5.18 0.025 0.63 1.25 1.88 2.50 3.13 3.75 4.38 5.00 5.63 0.026 0.68 1.35 2.03 2.70 3.38 4.06 4.73 5.41 6.08 0.028 0.78 1.57 2.35 3.14 3.92 4.70 5.49 6.27 7.06 0.030 0.90 1.80 2.70 3.60 4.50 5.40 6.30 7.20 8.10 0.032 1.02 2.05 3.07 4.10 5.12 6.14 7.17 8.19 9.22 0.034 1.16 2.31 3.47 4.62 5.78 6.94 8.09 9.25 10.40 0.035 1.23 2.45 3.68 4.90 6.13 7.35 8.58 9.80 11.03 0.036 1.30 2.59 3.89 5.18 6.48 7.78 9.07 10.37 11.66 0.038 1.44 2.89 4.33 5.78 7.22 8.66 10.11 11.55 13.00 0.040 1.60 3.20 4.80 6.40 8.00 9.60 11.20 12.80 14.40 0.045 2.03 4.05 6.08 8.10 10.13 12.15 14.18 16.20 18.23 0.050 2.50 5.00 7.50 10.00 12.50 15.00 17.50 20.00 22.50 0.055 3.03 6.05 9.08 12.10 15.13 18.15 21.18 24.20 27.23 0.060 3.60 7.20 10.80 14.40 18.00 21.60 25.20 28.80 32.40 0.062 3.84 7.69 11.53 15.38 19.22 23.06 26.91 30.75 34.60 0.064 4.10 8.19 12.29 16.38 20.48 24.58 28.67 32.77 36.86 0.066 4.36 8.71 13.07 17.42 21.78 26.14 30.49 34.85 39.20 0.068 4.62 9.25 13.87 18.50 23.12 27.74 32.37 36.99 41.62 0.070 4.90 9.80 14.70 19.60 24.50 29.40 34.30 39.20 44.10 0.072 5.18 10.37 15.55 20.74 25.92 31.10 36.29 41.47 46.66

20 Piston Selection

NEW

C R

Each piston face has a dished surface, to preload the valve shims flat against the piston face. The standard dishing is 1° on both the compression and rebound sides of the piston. By increasing the compression side dishing to 2°, the shims become increasingly preloaded, causing a slight delay in opening during compression movement. The dishing causes the shims to “snap” open, in return giving the car a “snappier” feel as opposed to a smooth roll, once again this modification is for driver feel. If you have questions on piston dishing, call our technical staff for information and recommendations.

22 Digressive Piston

Digressive Piston The “high flow” design incorporates larger ports on the face of the piston to increase the flow of oil throughout the shocks high speed action. When the shim stack opens, oil is “dumped” through the piston in large capacities. The increased flow of oil reduces the progressive damping characteristics of the linear side of the piston.

In addition to the larger ports, the face of the piston is designed to allow adjustments to the preload on the shim stack. Increased preload delays the opening of the shim stack, causing an increased damping force at low shaft speeds. When the shims crack open, oil is “dumped” at a high rate, reducing the progressive damping characteristics.

To visually explain piston preload, Figure 3, shows a high flow piston with zero preload on the shim stack. Figure 4, shows a high flow piston with an exaggerated amount of preload. The preload cups the shim stack, energizing the shims until the instant high shaft velocity snaps them open. The preload may be varied by adding or subtracting a series of shims under the main shim stack.

The high flow piston design is offered in two variations. The double digressive piston is preload variable on both the compression and rebound sides. The digressive / linear piston is preload variable on the digressive side only, leaving the other side with linear characteristics. In most cases, the linear side of the piston would be rebound.

Digressive/Digressive The double digressive piston has .050 (55mm), .030 (45mm) of available preload as shown in Figure 1. Stacking preload shims between the piston and the shim stack varies the amount of preload on the shim stack. When referring to the amount of preload on a shim stack, you’re .050 (55mm) referring to the amount of preload on .030 (45mm) the piston face of the shim stack. For example; 55mm .010 preload = .050 (total available preload) minus .040 (the combined thickness of the preload stack).

Digressive/Linear The linear side of the digressive/linear piston is treated as a standard linear piston, using a standard valve stack with (5) backup shims. Due to the higher flow, it is a rule of thumb to run (1) step stiffer on the linear side than what was used on a standard linear piston (example: A up to B).

23 Velocity Dependent Piston (VDP)

O.D. Base Shim 01.235” for 55mm shocks 01.200” for 45mm shocks

Compression Rebound

Rebound Flow

LOW HIGH Ç

LOW HIGH Compression Flow

This graph illustrates the way in which the two This graph illustrates the way in which the two different circuits operate on compression. different circuits operate on rebound side.

Low speed works the digressive stack and high speed works both.

24 Velocity Dependent Piston (VDP)

The Velocity Dependent Piston (VDP) has the unique ability to be valved to duplicate the curves of either linear or digressive pistons. Varying the inner, outer and preload stacks in conjunction with various bleed combinations can duplicate virtually any type of force value. Also the velocity where forces come in or out can be varied by altering the shims and preload/bleed combinations. Note: On the VDP we have found that using all 1.350 shims for the digressive outer stack helps to seperate the high and low speed circuits in the piston resulting in more compliancy over bumps and curbs.

1. The Low Speed section is controlled by the amount of bleed, the outer valve stack configuration and the amount of preload to determine the nose profile.

3. The Linear values and profile are set by the thickness of the inner stack.

4. The values and time of the progressive profile are determined by the orifice holes and the inner stack.

3 2

1. Low Speed - Bleed, Nose Profile 3. Linear - Inner Stack 2. Digressive - Preload, Outer Stack 4. Progressive - Orifice, Inner Stack

25 Damping Adjustments

Figure 1 shows the effect of changing the pre-load (on digressive or VDP pistons) or dish (on linear pistons). Adding pre-load will create a lot more low speed damping. In compression, it will cause the tire to be loaded quicker and give a “snappy” feel. In rebound, it will help to tie the vehicle down and let it take a set quicker.

Figure 3 shows the effect of adding bleed to the piston. Bleed is simply a low speed bypass for the shims and softens the shock at lower shaft speeds. This will improve the compliance of the chassis to the ground under low amplitude movements which can improve grip. It will give the driver a softer ride, but will let the chassis move more and take away support.

Figure 1

26 Damping Adjustments

Figure 2

Figure 3

27 Dyno Graph Overview

+750

+600

+450

+300 Quadrant 1 Quadrant 2 +150

Force (Lbs) -150 Quadrant 4 Quadrant 3 -300

-450

-600

-750 -1.20 -1.00 -.80 -.60 -.40 -.20 +.0 +.20 +.40 +.60 +.80 +1.00 +1.20

Displacement (Inches)

28 Dyno Graph Overview

Force / Velocity This graph displays the accelerating and decelerating compression and rebound forces. Think of this graph as the 2 Force / Displacement graph (below) folded in half.

4 Ç Hysteresis

OVAL (Force / Displacement) QUADRANT #1 This is the beginning of the compression stroke. Where the graph crosses the zero line (pounds) in quadrant #1 begins the compression stroke. Approximately the first 1/2" of displacement is formed with relation to the low speed bleed bypass. When the shaft reaches a certain velocity, the low speed bleed bypass chokes off and the compression valve stack begins to react. 12 QUANDRANT #2 This quadrant begins with the compression valve stack open. Where the graph crosses the zero line (inches) in quadrant #2 is the maximum force produced by the compression valving. As the shock approaches the full compression point, the 43 compression valve stack begins to close as it approaches the rebound movement. QUADRANT #3 This quadrant begins with the shock at full compression and the compression valve stack closed. Where the graph crosses the zero line (pounds) in quadrant #3 begins the rebound stroke. Approximately the first 1/2" of displacement is formed with relation to the rebound bleed through the shaft and jet. When the shaft reaches a certain velocity, the bleed chokes off and the rebound valve stack begins to react. QUADRANT #4 This quadrant begins with the rebound valve stack open. Where the graph crosses the zero line (inches) in quadrant #4 is the maximum force produced by the rebound valving. As the shock approaches the full extension point, the rebound valve stack begins to close as it approaches the compression movement. At this point the cycle starts over again in quadrant #1. 30 Dyno Graph Overview

500

400 Low Speed Bleed Bypass (nose)

300 Bleed Chokes Off / Shims Activate (knee)

200 (slope) Low Shaft Speed 100 Compression

-100 Rebound

-200 Damping Forces (Lbs)

-300

-400

-500 0.00 1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00 9.00 10.00

Shaft Velocity (In/Sec)

Note: Remember that low speed damping characteristics are controlled by bleed through the low speed adjuster and the bleed hole in the piston, not the valve stacks.

31 Notes

32 Product Catalog Table of Contents

Shock Series Type of Racing

Racing Dampers Drag Racing 7000 Series Hydraulic Tracking Damper...... 1 7100 Series Damper ...... 2 7100 Series Damper ...... 2 7500 Series Damper ...... 5 7300 Series Damper ...... 3 8100 Series Damper ...... 9 7500 Series Damper ...... 5 Motorcycle Racing 7600 Series Damper ...... 7 8900 Series Damper ...... 19 8100 Series Damper ...... 9 Open Wheel Racing 8760 Series Damper ...... 11 8760 Series Damper ...... 11 8770 Series Damper ...... 13 8770 Series Damper ...... 13 Aftermarket Dampers ...... 14 Short Track Racing (Dirt and Asphalt) Spec Damper ...... 14 Remote Adjuster ...... 1 Weight Jacker ...... 14 7000 Series Hydraulic Tracking Damper...... 1 7100 Series Damper ...... 2 Adjuster Options 7300 Series Damper ...... 3 Remote Adjuster ...... 1 7500 Series Damper ...... 5 Compression Adjusters ...... 15 7600 Series Damper ...... 7 Shaft Adjusters ...... 17 8100 Series Damper ...... 9 Powersports Dampers Sportscar Racing Motorcycle Dampers ...... 19 7100 Series Damper ...... 2 7500 Series Damper ...... 5 Services and Accessories 8100 Series Damper ...... 9 Services...... 20 8760 Series Damper ...... 11 Special Projects and Engineering ...... 20 8770 Series Damper ...... 13 Parts and Accessories Stock Car Racing Tools, Accessories and Apparel ...... 21 7300 Series Damper ...... 3 Valving and Valve Stacks ...... 22 Pistons...... 23

"For Those Who Demand The Very Best!"

Located in Reading, Pennsylvania, Penske Racing Shocks has been serving the racing industry for over fifteen years. Using the technology first developed for Indy Car, Penske Racing Shocks engineers have designed shock absorbers for all other forms of racing. Every shock is built for quality, simplicity, repeatability, and high performance. All of our racing shocks are assembled to your specifications. Penske Racing Shocks were successfully developed and tested in 1985. Since then, cars equipped with our dampers have won many races and Point Championships, nationally and internationally. Penske Racing Shocks have been successful in Formula One, NASCAR, IRL, CHAMP Car, GARRS, ALMS, Trans Am, DIRT, WoO, USAC, USAR, NHRA, IHRA , AMA, and Formula USA to name a few. Additionally, the International Race of Champions (IROC), the Barber Dodge Pro Series and the SCCA Spec Racer Ford Series have all chosen Penske Racing Shocks as the shock of choice to run in their competition series, proving their dependability and repeatability. We design and manufacture each part of a Penske Racing Shock from the finest materials available. Each part is designed to combine maximum strength with the lightest possible weight. Penske Racing Shocks are completely owner rebuildable and serviceable. They can easily be revalved in a matter of minutes. Should any part of a Penske Racing Shock become damaged, that part can be replaced by the owner rather than requiring complete replacement of the shock. Compression and rebound damping is achieved by fluid being forced through a series of high quality valve washers. You can change the damping forces by simply changing the valve shims. The double, triple, and 4-way adjustable shocks permit you to fine tune your valving requirements externally. The compression adjustments are controlled by the knobs on the reservoirs. The rebound adjustment is located at the eyelet. These adjustments are easily accessible without removing the shock from the car or motorcycle. Many teams require a custom shock design that complies with the ever changing technology of today's race cars. We are in the position to offer many custom shock designs and ideas, offering the ultimate in light weight and packaging unique to your team only. Our engineering staff has outfitted many Formula 1 and Sports Car/GT cars with an original design such as mono-shocks and four-way adjustable units outfitted with titanium components and aerospace materials that compliment the packaging and exceed all handling expectations. Compare all these features to any other shock and you'll find that Penske Racing Shocks are the best shocks available to the serious racer.

Penske Racing Shocks Companies MAIN OFFICE NORTHEAST SOUTHEAST MIDWEST CANADA 150 Franklin St. 771-28 Fentress Blvd. 12666 US-12 360 York Road, P.O. Box 1056 P.O. Box 11586 P.O. Box 666 RR #4 Reading, PA 19603 Daytona Beach, FL 32120 Brooklyn, MI 49230 N.O.T.L., Ont. L0S-1-J0 (610) 375-6180 (386) 274-5336 (517) 592-6681 (905) 684-7418 (610) 375-6190 Fax (386) 274-5442 Fax (517) 592-3696 Fax (905) 684-1774 Fax Hours: Monday - Friday 8:30 am-5:00 pm www.penskeshocks.com

ORDERING INTERNATIONAL ORDERS When placing your order, please have as much information All international orders are payable in U.S. Dollars only. on hand as possible. If you are having problems with your Orders must be paid in advance. All orders will be shipped by order, our qualified sales and technical personnel are air; freight, duties, and taxes collect. trained to offer assistance. Our personnel will need the following information: REPAIR/SERVICE 1) Type of racing. Please direct all repairs to Penske Racing Shocks Service 2) Type of car or motorcycle. Department. Before returning any shocks and or parts, please 3) Race track(s). contact Penske Racing Shocks. All shocks to be serviced must be clean and the springs and bushings removed. 4) Spring rates. To avoid delays, please be sure to include: 5) Motion ratios. 1) Returnee's name 6) Any information on the shock you currently use. 2) Shipping address 7) How the car or motorcycle is handling at the 3) Phone number / Fax number present time. 4) Repair instructions Orders may be mailed, phoned or faxed to Penske Racing 5) Individual's name with whom you spoke Shocks, or contact your local distributor or dealer. CUSTOM ORDERS METHODS OF PAYMENT We provide many custom programs and items for all forms of We accept MasterCard, Visa, Discover, and American racing. Our engineering staff will be able to assist you with Express credits cards and will ship UPS-COD if requested. your design specifications. All custom orders will require a Wire Transfers are also accepted. For information on wire deposit. When ordering custom parts, please ask for a price transfers or for any other forms of payment, please call. The quote and estimated delivery date. prices listed are those in effect at the time of publication and are subject to change without notice. Please contact our sales WARRANTY department for current prices. We will be pleased to furnish quotes either by mail, phone or fax. Penske Racing Shocks makes no Warranties whatsoever, express or implied, oral or written, to the purchaser. Penske SHIPPING Racing Shocks specifically makes no warranty of merchantability, express or implied, nor any warranty of We pride ourselves in our fast delivery service. The standard fitness for any particular purpose with respect to shipping procedure is via United Parcel Service or Federal racing shock absorbers and related parts manufactured, Express. Freight charges will be added to your invoice. fabricated and/or sold by Penske Racing Shocks.

Authorized Penske Racing Shocks Worldwide Distributors

PRS - AUSTRALIA PRS - U.K./EUROPE PRS - SOUTH AMERICA NTT Racing SPA Design Saenz Hnos. 618 8362 2113 44 (0) 1827 300150 54 11 4485 3028 618 8362 8811 Fax 44 (0) 1827 300151 Fax 54 11 4669 0956 Fax MADE IN THE U.S.A. [email protected] www.spa-uk.co.uk www.saenzperformance.com 7000 Series Hydraulic Tracking Damper RACING

• Short Track Dirt and Asphalt

Nitrogen Separator Piston

Strong One-Piece Body

17-4 Stainless Steel Low Friction Seals 5/8" Shaft

• Damps Oscillation Under Acceleration and Deceleration • Available for Most Oval Dirt and Asphalt Cars • Owner Revalvable and Serviceable • Advanced Technology

• CNC Machined Aluminum High Strength Spherical Rod End • Lightweight

• HYPERCO® Spring Available (600, 900 and 1200 lb.) 7000 Series - Specifications

Shock Extended Compressed Shaft Spherical Type Weight Series Length Length Travel Bearing HTD 7000 13.75" 12.5" 1.25" * .625" or .750" 2.5 lbs. * Can set to customer's specifications

Remote Adjuster

• Short Track Dirt and Asphalt

• Cable Available in any Length • Capability of Making Adjustments from the Cockpit • Adjusts Compression, Rebound or Both Simultaneously (with Open Jet) • Built to Customer’s Specifications • Use During Practice for Car Setup or During the Race to Accommodate Changing Track Conditions • Can Disconnect from the Shock in Just a Few Seconds

1 www.penskeshocks.com 7100 Series Steel Body Damper

• Short Track

Standard Emulsion RACING Dirt and Asphalt Gas Reservoir

• Sportscar

Available with a Valve or Sealed Option of Open, Compression or Rebound Jet

Tunable Valve Stack

Unique Piston 1.72" Bore Designs for for Maximum Greater Versatility Performance

Zinc-Plated Steel Body with Grooves for Coilover Kit Low Friction Threaded Bearing

• Owner Rebuildable and Revalvable 17-4 Stainless Steel • Assembled to Customer Specifications 5/8" Shaft • 5”, 6", 7”, 8” and 9” Lengths • All CNC Machined Parts • Provisions for Coilover Kit Sweep Adjuster Available • Consistent Performance (see page 17) • Personalized Setups High Angularity Accepts Remote Adjuster Spherical Joints (see page 1)

7100 Series - Specifications

Shock Extended Compressed Shaft Spherical Type Weight Series Length Length Travel Bearing Steel Body 7105 15.75" 10.75" 5" .5", .625" w 3.25 lbs. Steel Body 7106 17.75" 11.75" 6" .5", .625" w 3.50 lbs. Steel Body 7107 19.75" 12.75" 7" .5", .625" w 3.75 lbs. Steel Body 7108 21.75" 13.75" 8" .5", .625" w 4.00 lbs. Steel Body 7109 23.75" 14.75" 9" .5", .625" w 4.25 lbs.

Steel Body 710_ -SA + .25" + .25" 5", 7", 8", 9" .5", .625" w Same as Single Adjustable above weights www.penskeshocks.com 2 7300 Series Damper

RACING • Stock Cars

• Short Track Asphalt

The 7300 Series damper is the damper of choice in all levels of professional stock car racing. The 7300 has also been adapted to some modified racing that uses coil-over shock absorbers. The 7300 is a simple, high-performance shock absorber that can be internally configured easily for any track and can be tuned externally with a single shaft adjuster. This shaft adjuster can affect compression, rebound, or both depending on the type of jet used. The 7300 also features a head valve piston that was born out of the desire to run lower gas pressures for grip and reduce “fade” while maintaining performance of the shock. The head valve, depending on its build, can optimize the response time of the damper and allow the use of extremely low pressures to be used for reduction in friction and increased in grip and driver feel without the danger of cavitation. The reservoir in the 7300 is generous for good consistency over a large temperature range and features a reservoir piston that has been designed for low friction and maximum volume. A strong 2-piece body completes the design to maximize strength and minimize weight. This coupled with a strong chrome-moly shaft that is hard chromed, makes the 7300 a durable, high-performance damper with a proven track record of championships.

• Owner Rebuildable and Revalvable • Adjuster Option • Assembled to Customer Specifications (Open, Compression, or Rebound) • 8” and 9” Lengths (Smooth Body) • All CNC Machined Parts • 5", 6", 7”, 8” and 9” Lengths (Coilover Body) • Consistent Performance

S S

7300 Series - Specifications Extended Body Type Length Stroke Length 5" Coilover Body with Head Valve (Sweep Adjuster) 15.84" 4" 9.98"

6" Coilover Body with Head Valve (Sweep Adjuster) 17.84" 5" 10.98" Body 7" Coilover Body with Head Valve (Sweep Adjuster) 19.84" 6" 11.98" Length 8" Coilover Body with Head Valve (Sweep Adjuster) 21.84" 7" 12.98" 9" Coilover Body with Head Valve (Sweep Adjuster) 23.84" 8" 13.98" T 7" Smooth Body Non-Head Valve (Knob Adjuster) 21.34" 7" 11.98" S 8" Smooth Body Non-Head Valve (Knob Adjuster) 23.34" 8" 12.98"

9" Smooth Body Non-Head Valve (Knob Adjuster) 25.34" 9" 13.98" Stroke 7" Smooth Body with Head Valve (Knob Adjuster) 20.34" 6" 11.98" Extended 8" Smooth Body with Head Valve (Knob Adjuster) 22.34" 7" 12.98" Length 9" Smooth Body with Head Valve (Knob Adjuster) 24.34" 8" 13.98" T

*Also available in Non-Adjustable T 3 www.penskeshocks.com Separator Piston Chamber with Nitrogen Rebound Jet Compression, or Option ofOpen, Maximum Performance 1.72" Borefor Valve Stack Rebound Chrome-Moly Shaft 5/8" ChromePlated Valve Stack Compression 7300 Series-Features www.penskeshocks.com Spherical Joints High Angularity Reservoir Piston Maximum Volume Low-Friction 6061 Aluminum Body 6061 Aluminum Hard Anodized Piston withReturnShim Removeable HeadValve for GreaterVersatility Unique PistonDesigns Low FrictionBearing Coilover Body Smooth or Knob Adjuster (see page 17) 4 RACING 7500 Series Damper RACING • Short Track Dirt and Asphalt

• Sportscar

• Drag Racing

The 7500 Series has come into the short track market and some OEM road car markets among others as a quality, inexpensive damper that is quite universal in the types of applications in which it can be utilized. The design features a separator piston in the reservoir which has been proven to maintain damper performance and improve response, as well as a single shaft adjuster if desired. The 7500 is available in both coilover and non coil-over style in all body lengths. There are also several options for body cap style which allows its use in many regulated spec series that require a sealed shock. Due to its design, the 7500 can be made to fit many applications simply by changing its modular body cap and eyelets.

Currently, the 7500 is being used in all forms of Short Track Racing (NASCAR Weekly Racing Series, USAC Sprints and Midgets, Asphalt and Dirt Late Models and Modifieds), Sports Car Racing (SCCA and GARRS), Drag Racing (NHRA and IHRA), and High Performance Aftermarket Street Cars.

• Owner Rebuildable and Revalvable • Provisions for Coilover Kit (Smooth Body) • Adjuster Option (Open, Comp., or Rebound) • Consistent Performance • Assembled to Customer Specifications • NASCAR Approved • 5”, 6”, 7”, 8” and 9” Lengths • Personalized Setups (shorter lengths available, please call for more information) • Lightweight • All CNC Machined Parts

7500 Series - Specifications

Smooth Body Coilover Body Extended Compressed Shaft Spherical Type Weight Shock Series Shock Series Length Length Travel Bearing

Aluminum Body 7505 7545 15.883" 11.178" 4.705" .5", .625" w 2 lbs. 3 oz.

Aluminum Body 7506 7546 17.816" 12.236" 5.580" .5", .625" w 2 lbs. 8 oz.

Aluminum Body 7507 7547 20.024" 13.444" 6.580" .5", .625" w 2 lbs. 14 oz.

Aluminum Body 7508 7548 21.957" 14.502" 7.455" .5", .625" w 3 lbs. 2 oz.

Aluminum Body 7509 7549 24.166" 15.711" 8.455" .5", .625" w 3 lbs. 8 oz.

Aluminum Body 750_-SA 754_-SA +.25" + .25" 5", 6", 7", 8" 9" .5", .625" w Same as Single Adjustable above weights

5 www.penskeshocks.com Valve orSealed Available witha Smooth Body Coilover or Greater Versatility Designs for Unique Piston Rebound Jet Compression or Option ofOpen, Low FrictionShaft Seal Available Spring Hardware 2.25" or2.50" 5/8" Shaft 17-4 Stainless Steel Accepts Remote Adjuster 7500 Series-Features www.penskeshocks.com (see page 1) with SeparatorPiston Nitrogen Chamber Maximum Performance 1.72" Borefor Valve Stack Rebound Aluminum Body 6061 Hard Anodized Valve Stack Compression and Rebuilding for EaseofServicing Threaded Bearing Sweep Adjuster Spherical Joints High Angularity (see page 17) 6 RACING 7600 Series Damper RACING • Short Track Dirt and Asphalt

• Formula Vee (Front Shock)

The 7600 damper takes the 7500 concept and goes a step further in size and weight reduction. By going to a 1.562 bore diameter body and reducing the shaft diameter to Ø.500, the overall damper weight is reduced and packaging in some chassis applications becomes possible. The 7600 design features all the same attributes of the 7500, namely a gas separator piston, lightweight body, and single-adjustability. The 7600 can also accept a remote cockpit adjuster eyelet if desired. A wide variety of pistons and body lengths are available for this damper as well which makes it able to be used in different forms of racing. It currently features a smooth body for non coilover applications only.

Currently, the 7600 is being used with success in numerous short track markets (World of Outlaws, USAC Sprints, All-Star Sprints, and Mini Sprints) and Formula Vee Sportscars.

• Owner Rebuildable and Revalvable • All CNC Machined Parts

• Adjuster Option (Open, Comp. or Rebound) • Consistent Performance

• Assembled to Customer Specifications • Personalized Setups

• 3", 6” and 8” Lengths • Lightweight

7600 Series - Specifications

Shock Extended Compressed Shaft Spherical Type Weight Series Length Length Travel Bearing

Aluminum Small Body 7603 13.2" * 10.0" 3.2" .5", .625" w 2 lbs.

Aluminum Small Body 7606 18.25" 12.25" 6" .5", .625" w 2 lbs. 2 oz.

Aluminum Small Body 7608 22.25" 14.5" 8" .5", .625" w 2 lbs. 4 oz.

7600 Series 760_-SA +.25" + .25" 3", 6", 8" .5", .625" w Same as Single Adjustable above weights

*Can droop to customer's specifications 7 www.penskeshocks.com Rebound Jet Compression, or Option ofOpen, Valve Stack Rebound Shaft Seal Low Friction Valve Stack Compression Chrome-Moly Shaft 1/2" ChromePlated Accepts Remote Adjuster 7600 Series-Features www.penskeshocks.com (see page 1) Separator Piston Chamber with Nitrogen for GreaterVersatility Unique PistonDesigns 1.562" BoreDiameterBody Aluminum Body 6061 Hard Anodized and Rebuilding for easeofServicing Threaded Bearing (45mm PenskeSize) Sweep Adjuster Spherical Joints High Angularity (see page 17) 8 RACING 8100 Series Damper

RACING • Sportscar

• Drag Racing

• Short Track Dirt and Asphalt

DIM "F"

DIM "G"

DIM "A"

DIM "C" Clocking DIM "B" (90°) .195 (135°) (45°)

(0°)

.625 DIM "E" DIM "D" .400 STANDARD LENGTHS OPTIONS DIM “A” DIM “B” DIM “C” DIM “D” DIM “E” DIM “C” Body Cap Open Length Stroke Body Cap Length Body Length Eyelet Length (.400 + .195) 1.34" (STD) 10.0" 2.20" 1.34" 4.275" 1.60" 0.595" 1.59" (+.250) 10.5" 2.45" 1.34" 4.525" 1.60" 0.595" 1.84" (+.500) 11.0" 2.70" 1.34" 4.775" 1.60" 0.595" 2.09" (+.750) 11.5" 2.95" 1.34" 5.025" 1.60" 0.595" 2.34" (+1.000) 12.0" 3.20" 1.34" 5.275" 1.60" 0.595" 12.5" 3.45" 1.34" 5.525" 1.60" 0.595" DIM “E” Eyelet 13.0" 3.70" 1.34" 5.775" 1.60" 0.595" 1.6" (STD) 13.5" 3.95" 1.34" 6.025" 1.60" 0.595" 2.0" (+.400) 14.0" 4.20" 1.34" 6.275" 1.60" 0.595" 2.3" (+.700) 14.5" 4.45" 1.34" 6.525" 1.60" 0.595" 15.0" 4.70" 1.34" 6.775" 1.60" 0.595" DIM “F” Reservoir Body 15.5" 4.95" 1.34" 7.025" 1.60" 0.595" 5.5" or 7.0" 16.0" 5.20" 1.34" 7.275" 1.60" 0.595" DIM “G” Hose 17.5" 5.95" 1.34" 8.025" 1.60" 0.595" 4" Through 36" 18.0" 6.20" 1.34" 8.275" 1.60" 0.595" 20.0" 7.20" 1.34" 9.400" 1.60" 0.595" 22.0" 8.20" 1.34" 10.400" 1.60" 0.595" 24.0" 9.20" 1.34" 11.400" 1.60" 0.595" 9 www.penskeshocks.com 8100 Series - Features

The 8100 Series is a simple, high-quality, high-performance, double-adjustable damper that can be used for a variety applications. A single rebound bleed style adjuster is packaged in the shaft and a six setting drum style compression adjuster is found in the remote reservoir. The 8100 can accept both 2.25 and 2.50 I.D. spring hardware and is available in a wide array of lengths. As the most diversified Penske shock, the 8100 is currently used in all types of applications. RACING

Hose Length Available in 1" increments from 4" to 36"

1.72" Bore for Maximum Performance

6 Setting Compression Adjuster Unique Piston (see page 15) Designs for Greater Versatility

2.25" or 2.50" Spring Hardware Available

Low Friction Shaft Seal

Low Friction Reservoir Piston Threaded Bearing for Ease of Servicing and Rebuilding Nitrogen Chamber with Separator Piston

5/8" Chrome Plated Chrome-Moly Shaft

Sweep Adjuster (see page 17)

www.penskeshocks.com 10 8760 Series Damper

RACING • Sportscar

• Open Wheel

Reservoir Orientation Clocking Hose 180° Orientation

225° 135° Top 180° Entry 0° 270° 90°

DIM "F" Side 315° 45° Entry 0°

180°

1.925" 225° 135°

2.844" 270° 90° DIM "B" .195"

315° 45° 0°

DIM "G" DIM DIM "D" .400" DIM "E" "C" .932"

DIM "A"

STANDARD LENGTHS DIM “A” DIM “B” DIM “C” DIM “D” DIM “E” Open Length Stroke Body Cap Length Body Length Eyelet Length (.195+.400+.932) OPTIONS 10.0" 1.850" 0.955" 3.565" 2.100" 1.527" DIM “C” Body Cap 10.5" 2.100" 0.955" 3.815" 2.100" 1.527" .955" (STD) 11.0" 2.350" 0.955" 4.065" 2.100" 1.527" 1.205" (+.250) 11.5" 2.600" 0.955" 4.315" 2.100" 1.527" 1.455" (+.500) 12.0" 2.850" 0.955" 4.565" 2.100" 1.527" 1.955" (+1.000) 12.5" 3.100" 0.955" 4.815" 2.100" 1.527" DIM “E” Eyelet 13.0" 3.350" 0.955" 5.065" 2.100" 1.527" 2.100" (STD) 13.5" * 3.600" 0.955" 5.315" 2.100" 1.527" 2.300" (+.200) 14.0" 6.850" 0.955" 5.565" 2.100" 1.527" 2.600" (+.500) 14.5" 4.100" 0.955" 5.815" 2.100" 1.527" 15.0" 4.350" 0.955" 6.065" 2.100" 1.527" DIM “F” Reservoir Body 15.5" 4.600" 0.955" 6.315" 2.100" 1.527" 4.0", 5.0" or 6.0" 16.0" 4.850" 0.955" 6.565" 2.100" 1.527" DIM “G” Hose 18.0" 5.850" 0.955" 7.565" 2.100" 1.527" 4" Through 36" 20.0" 6.850" 0.955" 8.565" 2.100" 1.527" 22.0" 7.850" 0.955" 9.565" 2.100" 1.527" * 13.5" (DIM “D”) maximum 24.0" 8.850" 0.955" 10.565" 2.100" 1.527" for 2.00" I.D. Spring 11 www.penskeshocks.com of Adjustment Body forEase Acme Threaded Performance Maximum 1.72" Borefor Greater Versatility Designs for Unique Piston Hardware Available 2.50" Spring* 2.00", 2.25"or and Rebuilding for EaseofServicing Threaded Bearing Chrome-Moly Shaft 5/8" ChromePlated Knob Adjuster (see page 17) 8760 Series-Features www.penskeshocks.com Remote Reservoir Piggyback or Shaft Seal Low Friction GARRS and ALMS Seriesamongothers. TransToyotaIRL, Am, Sportscars, Atlantic, The 8760iscurrentlyusedin ChampCar, 2.00", 2.25",and2.50"spring hardware. 55mm bodiesareavailable aswell installations possible.Both45mmand reservoir lengthswhichmakes custom array ofbody, eyelet,body cap,and modular design.Itisavailableinalarge configured inavarietyofwaysduetoits performance damperthatcanbe components combineforalightweighthigh piggyback style. All aluminumbody reservoir isavailableineitherremoteor and acentralneedlebypass. The canister thatworksoff preloadedshims and lowspeedcompressionadjusterinthe bleed adjusterintheshaft aswellahigh damper. Itfeaturesaclickerstylerebound the 8760isatriple-adjustable, coil-over applications. Inits standard configuration, wide varietyofprofessionalracing available, the8760damperisusedina Perhaps themostuniversalPenskeshock (see page 15) 25 ClickLowSpeed Adjustments (see page 15) 17 ClickHighSpeed Adjustments with SeparatorPiston Nitrogen Chamber Reservoir Piston Low Friction 12

RACING 8770 Series Damper

RACING • Sportscar

• Open Wheel

8770 Main Design Features

True 4-way design Modular design for extensive versatility of radial reservoir and adjuster positions Ø 9/16” shaft for reduced friction and weight Ability to be offered with a Penske Piggyback layout for packaging advantages dual-bleed shaft if desired Extensive Adjustability Ability to be offered with a Penske Low-Friction seal selection single-adjustable shaft if desired

Easy bleeding with 3 bleed access ports Offered in all body lengths in stock

*Also Available in Single Adjustable or Dual Bleed Adjustable Options*

The 8770 damper is the latest product line introduced by Penske Racing Shocks. The need for a “true 4-way” See page 16 damper presented itself over the last several racing for details on the seasons as teams requested more adjustment from their Compression dampers because of limited testing sessions during Adjuster race weekends. Developing a 4-way adjustable damper was the obvious solution although not new technology to Penske Racing Shocks. The first 4-way damper from the Penske Racing Shocks drawing office was designed and competed with in Formula One during the 1990 season with a win in its first race. Since then, the true 4-way design was upgraded and repackaged to be reintroduced in a new configuration in 1996. This design again enjoyed success in the form of 2 World Drivers’ and 1 Constructors’ Championships as well as 33 grand prix wins from 1996 to 2003. All in all, the Penske 4-way design has been a performance advantage on grand prix cars that won over 75 races from 1990 to the present. The 8770 damper is the latest evolution of this true 4-way, which is destined to again enjoy success in motorsport. Other 4-way dampers exist from various manufacturers, but many have 3 compression adjusters and a single rebound adjuster. By offering high and low-speed compression and rebound, the 8770 offers the most versatility with external adjustment which reduces See page 18 the need for revalves. Having 4 clearly defined adjusters, for details on the 2 affecting bleed and 2 affecting high-speed forces, Rebound Adjuster chassis tuning becomes more simplified to the end user. The bleed adjusters target low-speed transient movements (pitch, roll, heave, and warp) of the chassis (sprung mass) within the 4 wheels while the high-speed adjusters tune the transmission of external road inputs into the chassis. The 8770 is based on proven technology that gives considerable range of adjustment and winning performance in a compact, lightweight package for the serious racing team. Same Specifications as 8760 Shock (see page 11) 13 www.penskeshocks.com High Performance Aftermarket Dampers

Penske Racing Shocks recently began designing and producing custom dampers for use on some of today's highest performing sports cars. Using the same technology and materials proven on the race track, new designs for the road are now available for RACING such vehicles as:

Dodge Viper Cadillac Chevrolet Camaro Chevrolet Corvette Ferrari Panoz

Porsche Cadillac

Please call for additional information pertaining to specific models.

Dodge Viper Chevrolet Corvette

Spec Damper

Spec dampers come in non-adjustable, single, double and triple adjustable configurations. Having its beginnings in the IROC series, spec damper projects have grown considerably for Penske Racing Shocks over the years and have been applied with success and customer satisfaction to a diverse collection of series and cars. From SCCA Spec Racer Fords to the Barber Dodge levels of school and pro cars, Penske has outfitted many customers to achieve their desired performance and price requirements. Because of the level of quality and performance that comes with any Penske shock, a level playing ground is certain in the respective series. As repeatability and consistency between dampers is guaranteed due to our strict demands and standards. Current spec damper customers include: Barber Dodge Pro Series SCCA Spec Racer Ford Skip Barber Racing School Stock Car Racing Experience IROC Monster Racing Excitement Panoz Esperante Woman’s Pro Series Racing Experience, Inc. NASCAR (Daytona/Talladega)

Weight Jacker

• .250" of Total Travel • 20 Clicks of Adjustment • Available for 2.00" and 2.25" ID Springs • Low Internal Operation Pressures • High Load Capacity • Compatible with other Manufacturer's shocks

www.penskeshocks.com 14 Compression Adjuster Options 8100 Series

From Sports Car to Short Track Oval racing, the 8100 Series adjuster offers a wide range of compression adjustment for the serious racer. The method in which the Penske 8100 adjusts compression forces is simple. When the damper is put into a compression condition, the fluid being displaced by the shaft entering the body must pass through the compression adjuster drum and the selected orifice located in the remote reservoir. As the knob is rotated, a drum inside the compression adjuster is rotated, aligning the chosen orifice within the direct flow of oil into the remote reservoir. The adjustment knob is numbered, from one to six. By clicking to ADJUSTER OPTIONS the number one position, the adjuster is set at full soft (utilizing the largest hole in the compression adjuster drum). The number six position on the knob denotes a full hard setting (oil flow is greatly restricted). This method of adjusting compression damping is ideal for most forms of racing, especially those having higher shaft speeds and displacements. The orifices make every adjustment have a noticeable "feel" and have increased the range of adjustment. At higher shaft velocities, oil passing through the orifice in the compression adjuster drum reaches a maximum flow rate because of the viscosity of the oil and the hole diameter. At this point any additional oil flow is metered through a blow off valve which bypasses the drum completely to insure a linear adjustment range.

Rebound Flow Path Compression Flow Path

8760 Series

The 8760 Series compression adjuster is the ultimate tuning tool for the professional race team. The 8760 Series adjuster offers separate adjusters for both high and low speed shaft movements. The high speed adjuster controls larger track inconsistencies that may disrupt the car, while the low speed adjuster controls slow shaft movements such as body roll, corner entry and exit. When the damper is being compressed, the fluid is displaced into the adjuster and passes through a piston in the adjuster. When manipulating the high speed adjuster, the secondary valve shims are preloaded, giving different compression forces. The low speed adjustment meters the fluid and bypasses the piston in the adjuster, providing an adjustable combination of bleed and shim controlled damping. Rebound flow occurs through two (2) check valves. In effect, the combination of spring loaded adjustments will offer the ultimate tuning combination. In addition to the standard 8760 adjuster position, that has a more linear flow characteristic, the new Digressive CD Piston allows greater separation between high and low speed adjustments (i.e., less crossover) and has a more digressive characteristic for bumps and curbs. This digressive adjuster also uses a shim return to enhance response. Please inquire Rebound Flow Path about both types when ordering. Compression Flow Path 15 www.penskeshocks.com Compression Adjuster Options 8770 Series

High-Speed Compression Adjuster (65 clicks of adjustment – 3+ in/sec dyno curve range) The High-Speed Compression (HSC) adjuster consists of a spring loaded poppet valve using quick responding, low inertia titanium coil springs. The use of the titanium material provides a large range of adjustment for any main damper piston choice with a short free length spring, which in turn reduces the adjuster size. Dupont Vespel spring guides help eliminate friction and improve response as well. The poppet valve is titanium as well with titanium nitride coating for good wear resistance and friction prop- erties. The High-Speed Compression adjuster is easily distinguished on the reservoir body by its gold color and bondus wrench access. The adjuster increases damping when turned clockwise. Low-Speed Compression Adjuster (35 clicks of adjustment – 0 to 2 in/sec dyno curve range) The Low-Speed Compression (LSC) adjuster consists of a tapered needle/seat arrangement. It is a simple bleed bypass past the high-speed compression adjuster to offer an extensive range of manipulation of the low-speed area or “nose” region of the compression dyno curve. The adjuster maintains its independence from the high-speed adjuster well as minimal “crossover” exists when making adjustments. The Low-Speed ADJUSTER OPTIONS Compression adjuster is easily distinguished on the reservoir body by its silver color and knurled texture for easy manipulation with the fingers. The adjuster increases damping when turned clockwise.

High Speed Low Speed

High Speed

Low Speed

Rebound Flow Path Compression Flow Path

www.penskeshocks.com 16 Shaft Adjuster Options

The adjuster is located at the base of the adjustable platform. During the compression or rebound stage of the shock movement, fluid is forced through two ports in the main shaft. Inside the main shaft is a needle and jet assembly, which adjusts the amount of fluid passing through the jet. By turning in the adjuster (clockwise), the needle is forced up into the jet, restricting the fluid, causing firmer damping forces. In reverse, by turning the adjuster out (counter clockwise), more oil is allowed to pass through the jet causing lighter damping forces. The adjustment assembly, is a timed control for the shims located on the main piston to work.

Knob Adjuster ADJUSTER OPTIONS • 35 Clicks of Adjustment

+ • Adjusts by hand

Sweep Adjuster

• 18 Sweeps of Adjustment

• Use a 9/16" Dowel Pin to + Make Adjustments

• Available in 0° (shown) or 90° -

Clicker Adjuster • 52 Clicks of Adjustment 3 + • Use a 9/64" Bondus to

Make Adjustments -

17 www.penskeshocks.com Shaft Adjuster Options

Dual Bleed Adjuster

The dual bleed assembly is a very powerful adjustment system Rebound which fits completely within the main shaft, making it a very light Bleed and compact addition to the damper. Compression The dual bleed adjuster allows independent adjustment of Bleed the amount of bleed past the main piston in both rebound and compression. The design incorporates two poppet valves sprung against each other to control the oil flow path through the assembly. This makes the assembly very responsive at high frequencies and insures complete separation between the two adjusters. The flow rate through the assembly at full soft is equivalent to a Ø.070” bleed hole in the piston (in both directions) which provides for a very good adjustment range at very low shaft velocities. This adjuster has been proven as a very powerful adjuster to affect critical aspects of chassis handling and driver comfort. Because this adjustment is packaged in the shaft, its response is extremely good even at high frequencies. Although its adjustment range is somewhat narrow, it does effect the most crucial area of the velocity range for handling. ADJUSTER OPTIONS

Available for IRL and CHAMP Cars, 8770 Shaft Adjuster (all other applications are special order only. )

High-Speed Rebound Adjuster (12 clicks of adjustment – 3+ in/sec dyno curve range) High Speed The High-Speed Rebound(HSR) adjuster consists of a Rebound preload-able cage arrangement that engages the base Low Speed shim of the rebound stack to prevent the amount at Rebound which it opens when fluid flows through the main damper piston. This can be tuned with different shims to achieve any number of curve shapes or any amount of range. The 12 steps of adjustment are very linear and have a positive detent feel. The High-Speed Rebound adjuster is easily distinguished by its gold color (used to designate both “high-speed” adjusters), radial adjustment pin holes, and its position on the end of the shaft. It also is distinguished with larger Ø.094 pin holes. Again, rebound damping is increased by turning the adjuster clockwise. Low-Speed Rebound Adjuster (55 clicks of adjustment – High Speed Low Speed 0-2 in/sec dyno curve range) The Low-Speed Rebound (LSR) adjuster consists of a needle/seat arrangement similar to the low-speed compression adjuster to allow flow to bypass the main piston. The LSR also manipulates the low-speed “nose” profile of the rebound curve. The Low-Speed Rebound adjuster is distinguished by its silver color and smaller Ø.062 radial holes and is found adjacent to the high-speed rebound knob. Low-speed rebound damping, as with the other adjusters, is increased by turning the adjuster clockwise. www.penskeshocks.com 18 8900 Series Motorcycle Damper

Compare the following features to any other shock and you'll find that Penske Shocks are the best shocks available to the serious racer. • The 8900 Series shock is completely owner rebuildable and revalvable if desired, resulting in fewer costly and timely service calls to the shop. • Remote/Integral reservoir contains increased nitrogen volume for more consistent damping over a long race. A floating piston separates the nitrogen from the oil, rather than a bladder type device that can fail. • Fully CNC machined 7075-T6 aluminum construction. Hard anodized finish, making the unit both light weight and strong.

• Heavy duty 5/8" diameter chrome plated chrome-moly shaft. • High quality spring steel valve shims make up the main piston valving, which can be changed by the owner to customize the damping characteristics of the shock. • Adjustable spring pre-load. • The best spring available - matched to your weight. • 35 click rebound adjuster for extra fine rebound settings. • Low friction / stiction shaft bearing and high quality seals and wiper to keep out dirt. POWERSPORTS • Adjustable length eyelet, maximize rear ride height without removing the shock from the motorcycle.

Shocks available for many popular applications.

BUELL H-D KAWASAKI YAMAHA DUCATI HONDA SUZUKI Please call for additional information pertaining to specific models.

Three Options are Available Fork Piston Kit for Compression Adjustment Available for any 20mm Cartridge Fork

8100 8660 8760 6 click range. 20 click range. Independent high Proven Step-up to a and low speed performance. smoother ride. compression adjustment. (See page 15 for additional information) (See page 15 for addtional information)

19 www.penskeshocks.com Special Projects and Engineering

Penske Racing Shocks offers a very unique service of custom design and manufacturing for applications that are of a specialized nature. We provide custom designs for every aspect of modern dampers. We will assign a project engineer to manage the complete design. Our engineering staff will work with you from the conception, detail design and manufacturing through the final assembly of the dampers. Special arrange- ments can also be made to attend track testing. Penske Racing Shocks has a standard confidentiality agreement that can be exercised if needed. Please call for information, terms, and conditions for special projects and engineering.

Daimler-Chrysler Corporation Ford Motor Company General Motors Harley-Davidson Inc. Jordan Grand Prix McLaren International Medical Advancements Military Applications Panoz Motorsports Renault F1 Williams Grand Prix Engineering

Services

SHOCK SERVICE Complete shock service including a complete oil change, replacement of all o-rings and seals, a thorough inspection of all the adjusters and a dyno check.

SHOCK REBUILD SERVICE Complete shock rebuilding service includes an initial estimation of damaged parts to be replaced. The customer will be advised of the price before any service is done. A complete oil change is performed, replacement of all o-rings and seals and a thorough inspection of all adjusters and a dyno check.

SHOCK REVALVE SERVICE Revalving service includes replacement of existing shim stacks with new ones. Our technicians are available to offer recommendations for certain tracks and handling characteristics that are needed.

SHOCK CLASSES SERVICES Individualized seminars are conducted at Penske Racing Shocks and customized to meet your specific needs. Classes may include instructions on assembling/disassembling, revalving, and servicing of your shocks. We will also evaluate track setups for your car and dyno information. SHOCK DYNO SERVICE The dyno service is an excellent way of tracking any inconsistencies in a shock which may arise from exhausted parts or improperly maintained shocks. The dyno service is also useful when looking for the ideal track setup, where the shocks can be dyno tested before and after a revalve service showing their new characteristics. Every customer will receive a personalized dyno sheet showing the shock's characteristics throughout the adjustment range.

SHOCK TESTING SERVICE Contract one of our technical representatives for advice, support, and service of your shocks at your track test.

20 Accessories

PART NO. DESCRIPTION AC-OIL25Q Oil, Litre, 2.5 Weight AC-OIL50Q Oil, Litre, 5.0 Weight BR-28 Bump Rubber, 28 gram, (Red) BR-32 Bump Rubber, 32 gram, (Yellow) BR-38 Bump Rubber, 38 gram, (Black) IU-08 Inflation Valve, T-Handle KT-VW Shim Kit (AA, A-F) and Seals (8 ea) High psi Inflation Unit KT-VW625 Shim Kit (AA, A-E) .625 ID (560 Total) Shock Oil Valve Kits KT-SHIMS Standard Shim Kit (560 Total) KT-STVW Shim Kit (A-E) and Seals (4 ea) KT-VWVDP VDP Shim Kit KT-73RBCV Rebound Control Valve Kit (4) KT-75CO_* Coilover Kit, (5" or 7") KT-DLPI5 Digressive /Linear Piston Kit, (4) KT-DDPI5 Double Digressive Piston Kit, (4) KT-DLDDPI5 D/L & D/D Piston Kit, (4 ea) KT-PIBLOWOFF Digressive Blowoff Piston Kit (4) w/shims KT-VB55 Variable Bleed Piston Kit (4) w/jets KT-VDPPI5 VDP Piston Kit (4) w/shims KT-VDPLPI5 VDP / Linear Piston Kit (4) w/shims Body Clamp Overflow Ring TL-45RNG Overflow Ring, 45mm TL-55RNG Overflow Ring, 55mm TL-73BDWRENCH Body Wrench TL-73BDSLEEVE Body Sleeve, 55mm TL-73INS Base Valve Installation Tool TL-76W 8760 Bearing Wrench TL-75INFL Short Track Inflation Tool, Sealed TL-COMPUNIT Complete Inflation Unit IU-08 T-Handle IU-16 Gauge TL-BDCL Body Clamp Bump Rubbers Shaft Bearing TL-SHP Shaft End Plug TL-STRNG Steel Body Overflow Ring Piston Kits Wrenches * Incomplete Part Number Apparel

Denim Shirt Sweatshirt Red and White Polo Shirts

PARTS & ACCESSORIES PART NO. DESCRIPTION

AP-APRON Apron AP-ATS___* Ash T-Shirt (SM, MD, LG, XL, 2XL, 3XL) AP-BHAT Black Hat (FlexFit) AP-WPOLO___* White Polo Shirt (SM, MD, LG, XL, 2XL) AP-RPOLO___* Red Polo Shirt (SM, MD, LG, XL, 2XL) AP-GSS___* Sweatshirt (MD, LG, XL, 2XL) AP-DEN___* Blue Denim Shirt (SM, MD, LG, XL, 2XL) * Incomplete Part Number T-Shirt Hat 21 www.penskeshocks.com When referringtoshockvalving,(ex: A/B), (A)referstothecompressionvalvestack and(B)referstothereboundvalvestack W172-301.475x.020 VW-147520-1350 1.475x.012 VW-147512-1350 1.350x.020 VW-135020-1200 1.350x.012 VW-135012-1200 1.350x.010 VW-135010-1200 06V-3061 06V-3062 06V-3063 06V-3065 06VW-135006-8N .006 VW-135004-8N .004 VW-135006-5N .006 VW-135004-5N .004 VW-135006-3N .006 VW-135004-3N .004 N/A VW-135006-2N .004 .006 VW-135004-2N N/A .004 .008 VW-135006-1N .006 VW-135004-1N .004 08N/A .008 N/A .006 Part # SFV-6F F- VS-F6 E E+ VS-FM6 VS-F VS-EP6 VS-FM VS-E6 E- D D+ VS-EP VS-EM6 VS-E VS-DP6 VS-EM VS-D6 D- C C+ VS-DP VS-DM6 VS-D VS-CP6 VS-DM VS-6C C- B B+ VS-CP VS-CM6 VS-C VS-BP6 VS-CM VS-B6 B- A A+ VS-BP VS-BM6 VS-B VS-AP6 VS-BM VS-A6 A- VS-AP VS-AM6 AA+ VS-A AA VS-AM VS-AAP6 VS-AA6 VS-AAP VS-AA 50I .625ID .500 ID at#Pr Stack Part# Part # Standard V Bleed Shims(forVDPand DigressivePistons) Stack Valve AL RING SHIMS 1 Notch VE ST ACKS Size 1.350 O.D. 08V-3082 08V-3083 08V-3085 08VW-135008-8N .008 VW-135008-5N .008 VW-135008-3N .008 VW-135008-2N .008 04V-4542 04N/A .004 VW-147504-2N .004 08V-4582 08N/A .008 N/A .006 VW-147508-2N .008 VW-147506-2N .006 2 Notch Valving &ValveStacks W100 W100-2 1.200X.008 .020 X 1.050 VW-120008-625 1.200X.006 VW-120008 VW-120006-625 1.200X.004 VW-120006 VW-120004-625 VW-120004 N/A 1.050X.015 VW-105020 VW-105015-625 1.050X.012 VW-105015 VW-105012-625 1.050X.010 VW-105012 VW-105010-625 .020 X .900 1.050X.008 VW-105010 VW-105008-625 1.050X.006 VW-105008 VW-105006-625 1.050X.004 VW-105006 .900X.015 VW-105004-625 N/A VW-105004 .900X.012 VW-90015-625 VW-90020 .900X.010 VW-90012-625 VW-90015 .900X.008 VW-90010-625 VW-90012 .900X.006 VW-90008-625 VW-90010 .900X.004 VW-90006-625 VW-90008 .750X.020 VW-90004-625 VW-90006 .750X.015 VW-75020-625 VW-90004 .750X.012 VW-75015-625 VW-75020 .750X.010 VW-75012-625 VW-75015 .750X.008 VW-75010-625 VW-75012 .750X.006 VW-75008-625 VW-75010 .750X.004 VW-75006-625 VW-75008 VW-75004-625 VW-75006 VW-75004 50I .625ID .500 ID Part # www.penskeshocks.com 1.200 O.D. Part # 1.475 Diameter 1.350 Diameter 3 Notch Size SHIMS 1.050 O.D. 04V-4545 04VW-147504-8N .004 VW-147504-5N .004 08V-4585 08VW-147508-8N .008 VW-147506-8N .004 VW-147508-5N .008 VW-147506-5N .006 VW-123510 N/A 1.235 X .010 X 1.235 .008 X 1.235 .006 X 1.235 .004 X 1.235 N/A VW-123510 N/A VW-123508 N/A VW-123506 N/A 1.200X.020 VW-123504 VW-120020-625 1.200X.015 VW-120020 VW-120015-625 1.200X.012 VW-120015 VW-120012-625 1.200X.010 VW-120012 VW-120010-625 VW-120010 W172 W172-2 1.475X.020 VW-147520-625 1.475X.015 VW-147520 VW-147515-625 1.475X.012 VW-147515 VW-147512-625 1.475X.010 VW-147512 VW-147510-625 1.475X.008 VW-147510 VW-147508-625 1.475X.006 VW-147508 VW-147506-625 1.475X.004 VW-147506 VW-147504-625 1.350X.020 VW-147504 VW-135020-625 1.350X.015 VW-135020 VW-135015-625 1.350X.012 VW-135015 VW-135012-625 1.350X.010 VW-135012 VW-135010-625 1.350X.008 VW-135010 .015 X 1.235 VW-135008-625 1.350X.006 VW-135008 .012 X 1.235 VW-135006-625 1.350X.004 VW-135006 VW-135004-625 VW-135004 N/A VW-123515 N/A VW-123512 50I .625ID .500 ID Part # 5 Notch .900 O.D. Part # 8 Notch .750 X.020 Size . 22

PARTS & ACCESSORIES Pistons

COMPRESSION

Linear/Linear

REBOUND High Flow

Digressive/Linear

Velocity Dependent/Linear PARTS & ACCESSORIES

Velocity Dependent/Velocity Dependent

23 www.penskeshocks.com and value. standard inentry-level,double-adjustable shockabsorbers intermsofperformance, quality, As thelatest offering fromPenskeRacing Shocks,thenew8300 Seriesdampersets the fitting hoseforaddedflexibility ininstallation. the compressionadjuster housingcanbeconfiguredwithastandard hoseoranoptionalbanjo results in16clicksofadjustmentwith enhancedlinearsteps betweensettings. Additionally, conventional shimstack andpistoncarriedoverfrom the8760and8770seriesdampers. This The newcompressionadjusterfeaturesa adjustable parabolic needlebleedbypass ofa preload adjustmentandgivesaddeddurability inharshenvironments. feasible. A newcoarse Acme threadbodyhasbeenimplementedforgreatereaseofspring Its modulardesignallowstheuseofpiggybackswhereremote versionsarenotdesirableor to theprofessionalracerandhigh-endaftermarket customer. and successful8100series,the8300provides newdimensionsofadjustability andversatility Penske RacingShocksannouncesthenew 8300 seriesdamper. Basedontheeverpopular • • • • • ATV Short Track Drag Racing Motorcycle Sportscar Dirt andAsphalt 8300 SeriesShock www.penskeshocks.com (available in2007) 24

NEW PRODUCT " For Those Who Demand The Very Best! "

Lightweight Dyno Tested Single Adjustable Consistent Performance Owner Serviceable Double Adjustable Built to Last Owner Revalvable Triple Adjustable All Machined Parts Owner Rebuildable 4-Way Adjustable Aerospace Tolerances Track Support Update at any Time Hard Anodized Custom Designs Personalized Service Completely Hand Built Extensive Manuals Technical Phone Support No Castings Dealers Worldwide Made in The U.S.A.

AUTHORIZED DEALER :

MAIN OFFICE NORTHEAST SOUTHEAST MIDWEST CANADA 150 Franklin St. 771-28 Fentress Blvd. 12666 US-12 360 York Road, P.O. Box 1056 P.O. Box 11586 P.O. Box 666 RR #4 Reading, PA 19603 Daytona Beach, FL 32120 Brooklyn, MI 49230 N.O.T.L., Ont. L0S-1-J0 (610) 375-6180 (386) 274-5336 (517) 592-6681 (905) 684-7418 (610) 375-6190 Fax (386) 274-5442 Fax (517) 592-3696 Fax (905) 684-1774 Fax www.penskeshocks.com REV: 11/04 8760 Series Triple Adjustable Shock

ITEM PART ITEM PART DESCRIPTION DESCRIPTION NO. NO. NO. NO. * AS-76RESCAP RESERVOIR CAP ASSEMBLY (ITEMS 13 - 17, 19) 19 OR-2222-B O-RING, 2-222 BUNA 70 DURO * AS-76SB SHAFT BEARING ASSEMBLY (ITEMS 32 - 33, 37 - 39) 20 SC-18 SCREW, SHCS 4-40 X1/4 * AS-76EY___ EYELET ASSEMBLY (ITEMS 24 - 25, 45 - 49) 21 SL-87 SEAL, DOWTY 1 CO-76__ COLLAR, BODY (45mm or 55mm) 22 OR-4222-B QUAD RING,4-222 BUNA 70 DURO 2 HO-83__ HOSE, 8300 (6"-36") 23 PI-76 PISTON, 8760 RESERVOIR 3 BC-76__ BODY CAP, 8760 (45mm or 55mm) 24 MO-8T20 MONOBALL, .500 ID X .875 OD BC-7655-15 BODY CAP, 8760, 15MM MONOBALL (55mm) 25 RR-10 RETAINING RING, .875 SPIROLOC BC-76__E100 BODY CAP, 8760 EXT 1.00 (45mm or 55mm) 26 SC-M6M8-N SCREW, GRUB M6 X 8MM NYLON BC-76E___ BODY CAP, 8760 (EXT .250 or EXT. .500) (55mm) 27 PI-______PISTON BC-7645E160 BODY CAP, 8760 EXT 1.60 (45mm) 28 PB-55 PISTON BAND, 55MM BC-7645E4327 BODY CAP, 8760 EXT 4.327 (45mm) 29 OR-2028-B O-RING, 2-028 BUNA 70 DURO 4 RB-76_ RESERVOIR BODY, (4" - 7") 30 VS-__ VALVE STACK, (AA-F) 5 RH-76225_ RIDE HEIGHT, 8760 2.25 (45mm or 55mm) 31 VW-75020 WASHER, .750 X .020 X .500 VALVE RH-76250 RIDE HEIGHT, 8760 2.50 (55mm) 32 BU-10DU10 BUSHING, DU .625 X .625 RH-76200 RIDE HEIGHT, 8760 2.00 (45mm) 33 OR-2114-V O-RING, 2-114 VITON 75 DURO 6 BD-76___ BODY, 8760 C/O 10"- 24" (55mm), 10"- 13.5", (45mm) 34 NE-76 NEEDLE, 8760 7 SR-76225 SPRING RETAINER, 8760 (2.25 or EXT. .700) (45mm or 55mm) 35 NT-02R RING NUT, .500 X 20, . 440 LONG SR-76250 SPRING RETAINER, 8760 2.50 (55mm) 36 VW-___ TOP OUT PLATE (VW-99 OR VW-100) SR-76200___ SPRING RETAINER, 8760 (2.00 or EXT. 700) (45mm) 37 OR-2221-B O-RING, 2-221 BUNA 70 DURO 8 JT-76POP JET, POPPET 38 SB-765 SHAFT BEARING, 8760 9 SP-15 SPRING, (FF71) 39 SL-09 SHAFT WIPER, .625 POLY (BLUE) 10 JT-76HAT JET, TOP HAT 40 OR-2007-B O-RING, 2-007 BUNA 70 DURO 11 RR-05 RETAINING RING, .250 INTERNAL 41 SH-76____ SHAFT, ADJ 10"- 24" 12 JT-RDHSNG JET, RD STRAIGHT THRU 42 MR-ROD METERING ROD JT-76RD JET, REBOUND (ITEMS 8 - 12) 43 NT-12J JAM NUT, .562 X 18 13 OR-2010-B O-RING, 2-010 BUNA 70 DURO 44 SR-76SRM SPRING RETAINER, 8760 MOUNT 14 IU-06 VALVE CAP, HIGH TEMPERATURE 45 DO-09 DOWEL PIN, 1/8 X 1 1/8 15 IU-04 VALVE CORE, 2000 PSI 46 KN-76RD KNOB, RD ADJ 16 IU-20-A AIR VALVE, PORT O-RING, ALUM. 47 OR-2017-B O-RING, 2-017 BUNA 70 DURO 17 CP-76 CAP, RESERVOIR PORT O-RING 48 CP-76RD CAP, RD ADJUSTER 18 RR-06 WIRE RING, .0625 WIRE DIAM. X 1.900 49 EY-76___ EYELET, 8760 (2.1, 2.3, 2.6, 3.1, 4.05) 50 DO-06 DOWEL PIN, 1/16 X 3/8

1 5

6 7 2

4 8 10 9 11 12 16 15 14 19 18 23 22 21 20

43 36 17 37 38 44 45 35 41 46 39 42 24 40 25

34 47 33 49 48 27 28 31 32 50 29 30 26 8760 Series Linear Compression Adjuster

19 18 17 16 28 15 31 14 29 30 32 13 33

27 21

1 22 2

3 23 4 24 5 12 11 34 35 9 10 25 26 8 6 7

8760 Series Digressive Compression Adjuster

21 10 9 25 26 8 20 22 23 27 24 28 29 30 19

18 17

16 15 14 13 3 1 2 4 5 7 6 12 11