Page 245 - 2021-22 Auto Performance_Hot Rod and Early Muscle
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Koolsox
-
Koolmat Insulation
Part No.
Description
KOO7500
Chevy (exc. 18° or LS1) / Ford, Universal Koolsox (1-1/2" x 5-1/2")
Part No.
KOO1215 KOO1230 KOO2430 KOO3060 KOO30120
Size
12" x 15" 12" x 30" 24" x 30" 30" x 60" 30" x 120"
Dampers
Sold in single units.
Note: Sport Shocks are identified by the suffix (Example, KON8040-1026 SPORT).
Year/Model
Chevrolet
1989-92Camaro 1970-81 Camaro/Z-28 1977-96 Caprice, Impala SS Sedan And Wagon 1968-77 Chevelle, Malibu Sedans 1968-74 Chevy II,
Nova With Multi-Leaf Springs 1970-77 Monte Carlo
Ford
1987-93 Mustang V8, Except Cobra R 1964-70 Mustang
Front Rear
KON8741-1030SPORT KON30-1265SPORT
Year/Model
Mercury
1985-86Capri
1979-80 Capri
Mopar
1965-72 B-Body
Oldsmobile
1968-77 Cutlass 4-4-2
Pontiac
1970-81 Firebird 1969 Firebird 1968 Firebird 1968-77 GTO, LeMans Except Wagon
Front
—
—
KON80-1538
KON8040-1087
KON8040-1017 KON80-1914 KON80-1914
KON8040-1087
Rear
KON8040-1026 KON8040-1026
—
KON8040-1088*
KON8040-1018 — KON80-1953
KON8040-1088*
KON8040-1017 KON8040-1087
KON8040-1087
KON8040-1087
KON8040-1087 KON8741-1121SPORT
KON82-1388SP3
KON8040-1018 KON8040-1088*
KON8040-1088*
KON8040-1088*
KON8040-1088 —
KON82-1389
* Remove bump rubber prior to adjusting.
Shock Absorber Function
Shock absorbers provide damping by forcing oil, which is under pressure, through orifices in the piston. As the vertical velocity of the suspension increases, piston speed through the
oil increases as well along with damping forces.
A shock dynamometer can be helpful by measuring the specific damping force created by the piston as it accelerates and decelerates from a dead stop to a chosen peak velocity, which typically occurs 10”-12” per second. The damping forces may be evaluated by scrutinizing shaft velocity in inches per second on the horizontal and damping forces in pounds on the vertical. Compression forces are typically expressed from zero-up, while rebound forces are spelled out from zero-down.
Another critical aspect of shock absorber function is bleed, which is the unrestricted flow of oil that bypasses the valve disc stack, also referred to as bypass. The bleed characteristic of the piston design determines the amount of “slow piston speed” control available before the shock’s valving begins to control the higher velocity forces. Pistons that utilize a high bleed design provide small amounts of damping at low piston speeds, while low bleed pistons create large amounts of damping at low piston speeds.
When selecting shock absorbers, it is highly recommended to follow the manufacturer’s recommendations concerning selection as each have been extensively tested and race proven to be successful in the chosen venue, however, due to the many variables that exist it is important to have a basic understanding of how shock damping rates can affect lap times. Adjustment can then be performed using reason and understanding as to how they will affect the car.
Shock absorbers are used to simply convert the kinetic energy of spring movements into heat, which is then dissipated into the air through the shock tube or body. A shock absorber’s function is to maintain maximum tire contact patch to the track as the car travels down the straightaways and corners, while negotiating through all of the irregularities that exist on the race track surface.
Spring rate determines how far the chassis rolls, pitches or squats. Shock rate controls the length of time it takes for each of these movements to occur.
REBOUND DAMPING controls the movement of that part (RF, LF, RR or LR) of the car’s sprung mass that is stored in a compressed spring. It additionally determines how long it takes for the compressed spring to return to the static ride height. The larger the rebound, the greater that the shock resists the compressed spring’s effort to rebound and the longer it takes the chassis to return to static ride height.
COMPRESSION DAMPING controls only the oscillation of the car’s unsprung weight thereby explaining why it is normal to use less compression damping than rebound damping. The only exception to this would be when it’s desired to slow the downward movement on a specific corner of the car to mimic the effect of a stiffer spring.
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