"What we do best is tune shocks to fit applications where there is no catalog listing," Duck said. On a daily basis it creates dampers for unique vehicles by using various parameters, including vehicle weight, spring rate, and general suspension design. Got aftermarket independent under a '47 Plymouth or quarter-elliptics at the ends of a T modified? "No problem," RCD's Steve Duck maintains. "If you can bolt a shock to it, we can tune one to work perfectly." In fact, RCD can tune dampers to achieve various objectives. Remember how tuners generally take damping force out of a bleed-only damper to prevent it from riding harsh or locking up? Well to prevent the car from landing on its bumpstops all the time, tuners typically specify stiffer springs to accompany bleed-only dampers.
But by tuning the damper properly to control compression, Duck said we can remove some of that spring rate. "Whenever it's possible we advise people to use just enough spring rate to hold up the car," he revealed. "Then with the shock we can control the motion with tuning. That's one of the ways we can get a car to ride so much better even though it handles better. You don't have to give up ride quality to get good handling."
So in the end, you could say choosing a damper is a lot like choosing a suit: you can buy one off the rack that might fit in only one place, you can buy one that fits anyone and cinch it up with a belt and roll up the cuffs, or you can have one tailor made to fit you like a glove.
Duck said that static ride...
Duck said that static ride height (finished vehicle on all fours) largely determines damper length. Live-axle applications are the simplest but deviations from the conventional 22 percent angle bear mention during selection.
IRS or other complex suspensions...
IRS or other complex suspensions require a bit more input. Dimensions one and two determine damper angle, while three and four determine the wheel-to-damper ratio. Both, along with vehicle weight and spring rate, play a role in tuning. Yes, that's a Bilstein coilover.
All snubbers protect dampers...
All snubbers protect dampers and brackets, however, not all are equal. Flatter urethane jobs do the job, albeit violently; however, the taller poly foam ones double as crude auxiliary springs to soften hard impacts. They can be shaved or shimmed for tuning.
Giving A Naked Bilstein A New Coat
Considering the thing that made this story relevant was a shroud that RCD developed for Bilstein dampers, it seems appropriate to show the steps to install it. Just about every Bilstein can use this shroud, and theoretically anybody with access to a vise and a press can do it.
The difference between an...
The difference between an exposed-shaft Bilstein and a shrouded one boils down to the shaft's end. Both thread onto the shaft but the shrouded version has an external set of threads (right).
Since RCD builds so many dampers...
Since RCD builds so many dampers it has tools like these aluminum jaws that clamp the shaft. The towel protects the shaft's hard-chrome finish.
Clamp the shaft in the soft...
Clamp the shaft in the soft jaws and remove the shaft's end. The shaft end's ID works out close to the OD of a 13/16-inch spark plug socket. Use a longish extension for leverage.
Slide the shroud over the...
Slide the shroud over the shaft and push it down to the damper body. Squeeze a drop of blue thread-locking compound on the shaft before installing the shaft end, clamp the shaft, and torque the end snug.
Remove the shaft from the...
Remove the shaft from the clamp and thread the sleeve on the end. Reassembly requires thread locker since we can't use tools on the shroud without damaging it.