Friday, April 30, 2010
Tuesday, April 27, 2010
Rebuilding your shocks
This article was from a 4x4 Truck website, but the rebuild process is the same nevertheless:
There are a number of reasons for rebuilding a shock absorber. Some include maintenance after a race, pre-running, loss of oil or a notable decrease in dampening. Sometimes the only way to find out what’s really going on with your shock is by taking it apart.
CAUTION: Many shock absorbers are under high pressure, so use caution when disassembling or seek professional help.
We had a set of Bilstein 7100 Series shock absorbers sitting around that had seen a great deal of abuse, a few thousand miles and tons of off-road action. They were not holding nitrogen and even leaking oil. It was time to rebuild our shocks, so we contacted Bilstein Shock Absorbers in Poway, CA.
Bilstein 7100 Series Off-Road shocks are one of the hottest shocks on the market for buggies, pre-runners, trucks, Jeeps and some race applications. The 7100 Series features self-adjusting deflecting disc valving, 2" diameter shock body, high-flow piston, custom valving, schrader valve and dividing piston.
THE SHOCK REBUILD
We made a call to Bilstein Shock Absorbers and were instructed to send in our shocks for an evaluation. We later got a call from Ramon in the Tech Dept. He informed us that the shocks would need new rods, seals and heim-joints because the old ones were pretty beat up.
After our discussion with Ramon, we planned a trip to the Bilstein facility near San Diego, CA. We wanted to get a behind the scenes look at their shock facility and how Bilstein 7100 Series Shocks are built.
Once at Bilstein, we worked with 7100 Series off-road shock tech Eloi. He gave us a run down of what we would be doing to fix up our shocks to make them dirt worthy.
Bilstein off-road shocks, like the 7100 Series, can be rebuilt in your garage with minimal tools. They were designed for racing, so they are serviceable out in the field. All the rebuild parts can be purchased directly from Bilstein Shock Absorbers. They even have a step-by-step 7100 Series shock rebuild guide on their website that makes this job approachable for you DIYs.
To successfully do a shock rebuild on your Bilstein 7100s, you will need some special parts and tools. Here is the list recommended for doing a shock rebuild:
All shocks are fully disassembled, inspected and cleaned before being rebuilt.
A good honing is done on every shock rebuild to make sure the piston traveling up and down the tube gets a good surface to work with.
A combination of different width and thickness shims make up the valving in the shock’s valve stack. These stacks work in conjunction with the hydraulic piston that controls the up/down movement of the shaft. These are typically not replaced during a rebuild, unless you to change the valving.
Shock Piston Assembly exploded view
High quality heim-joints are pressed into all Bilstein off-road racing shocks. For a rebuild, they are only replaced if needed.
Bilstein uses high-grade steel braided lines between the shock body and the reservoir. These are only replaced if needed during a rebuild.
The Bilstein 7100 Series is charged up to 250psi using pure Nitrogen, not air or helium—funny guy.
Q&A WITH BILSTEIN’S OFF-ROAD MAN
We were able to do a little Q&A with Shane Casad, a key player in Bilstein’s Off-Road Dept. Shane is a busy man, but you’re certain to catch him at off-road events and on the trails since he is an avid off-roader.
Off-Road.com: So how often should a Bilstein 7100 Series shock be re-built (Application: Race, pre-runner, 4x4 recreational)?
Shane: If shocks are reaching an excess of 250 degrees, like during a race, they need to be rebuilt often … like after every race. If they are running constantly at less than 200 degrees, like a rally type application, they should be rebuilt once a season.
For the average recreational user, you shouldn’t need to rebuild them unless you notice they are leaking.
Recreational users should be sure to check the pressure
every year to see if there are any leaking seals.
A rebuilt shock is then tested on the Roehrig dyno before leaving Bilstein. The shock must be within spec.
Off-Road.com: What are the benefits of having your Bilstein 7100 Series shocks re-built at Bilstein vs. your buddy’s garage?
Shane: Bilstein replaces everything (all seals, all oil) and dyno tests them to make sure that they are operating at spec. Dyno testing also ensures consistent performance between sets of shocks.
Off-Road.com: Do I also need special Bilstein oil for my shocks, or can I use any hydraulic oil?
Shane: Bilstein oil is recommended to maintain the valving performance as it was designed.
Off-Road.com: If Ijust want to get my shocks re-built at Bilstein, how can I get this done?
Shane: Download the “Repair Order Instruction Sheet” from the website to fill out and send in with the shocks.
Off-Road.com: Anything else you would like to add?
Shane: If you are rebuilding yourself, make sure to release the gas pressure prior to taking the shocks apart. Check the condition of the piston rod, because any nicks or other damage will tear seals. Be sure to inspect the heim joints to see if they need replacing. You also will need nitrogen, which can be purchased from welding supply companies. Poly Performance and Rubicon Express also sell convenient fill kits.
There you have it folks. Whatever you do, don’t shoot your eye out. Make sure to release the nitrogen before you crack open a shock. Better yet, why don’t you just leave it to the pros. We did, and they worked out great on our project Ford F350. The choice is yours.
The benefit to sending them into Bilstein is that they have all the parts necessary to do a complete rebuild. They also have a shock dyno that is used for testing them before they come back to you. The rebound/compression is measured on every shock.
For more information on Bilstein Shocks Absorbers or rebuilding your Bilstein shocks, please visit http://www.bilsteinus.com/services.php
Bilstein Shock Absorbers
http://www.bilstein.com
Source
There are a number of reasons for rebuilding a shock absorber. Some include maintenance after a race, pre-running, loss of oil or a notable decrease in dampening. Sometimes the only way to find out what’s really going on with your shock is by taking it apart.
We had a set of Bilstein 7100 Series shock absorbers sitting around that had seen a great deal of abuse, a few thousand miles and tons of off-road action. They were not holding nitrogen and even leaking oil. It was time to rebuild our shocks, so we contacted Bilstein Shock Absorbers in Poway, CA.
Bilstein 7100 Series Off-Road shocks are one of the hottest shocks on the market for buggies, pre-runners, trucks, Jeeps and some race applications. The 7100 Series features self-adjusting deflecting disc valving, 2" diameter shock body, high-flow piston, custom valving, schrader valve and dividing piston.
THE SHOCK REBUILD
We made a call to Bilstein Shock Absorbers and were instructed to send in our shocks for an evaluation. We later got a call from Ramon in the Tech Dept. He informed us that the shocks would need new rods, seals and heim-joints because the old ones were pretty beat up.
After our discussion with Ramon, we planned a trip to the Bilstein facility near San Diego, CA. We wanted to get a behind the scenes look at their shock facility and how Bilstein 7100 Series Shocks are built.
Bilstein off-road shocks, like the 7100 Series, can be rebuilt in your garage with minimal tools. They were designed for racing, so they are serviceable out in the field. All the rebuild parts can be purchased directly from Bilstein Shock Absorbers. They even have a step-by-step 7100 Series shock rebuild guide on their website that makes this job approachable for you DIYs.
To successfully do a shock rebuild on your Bilstein 7100s, you will need some special parts and tools. Here is the list recommended for doing a shock rebuild:
- B4-KT0-Y019A00 – rebuild kit
- 193434 – 7100 series disassembly tool
- 194570 – rod guide installation needle
- 194131 – gallon of oil
- Pick set
- 2 flat head screwdrivers
- Vice
The Bilstein 7100 Series is charged up to 250psi using pure Nitrogen, not air or helium—funny guy.
We were able to do a little Q&A with Shane Casad, a key player in Bilstein’s Off-Road Dept. Shane is a busy man, but you’re certain to catch him at off-road events and on the trails since he is an avid off-roader.
Off-Road.com: So how often should a Bilstein 7100 Series shock be re-built (Application: Race, pre-runner, 4x4 recreational)?
Shane: If shocks are reaching an excess of 250 degrees, like during a race, they need to be rebuilt often … like after every race. If they are running constantly at less than 200 degrees, like a rally type application, they should be rebuilt once a season.
For the average recreational user, you shouldn’t need to rebuild them unless you notice they are leaking.
Recreational users should be sure to check the pressure
every year to see if there are any leaking seals.
A rebuilt shock is then tested on the Roehrig dyno before leaving Bilstein. The shock must be within spec.
Off-Road.com: What are the benefits of having your Bilstein 7100 Series shocks re-built at Bilstein vs. your buddy’s garage?
Shane: Bilstein replaces everything (all seals, all oil) and dyno tests them to make sure that they are operating at spec. Dyno testing also ensures consistent performance between sets of shocks.
Off-Road.com: Do I also need special Bilstein oil for my shocks, or can I use any hydraulic oil?
Shane: Bilstein oil is recommended to maintain the valving performance as it was designed.
Off-Road.com: If Ijust want to get my shocks re-built at Bilstein, how can I get this done?
Shane: Download the “Repair Order Instruction Sheet” from the website to fill out and send in with the shocks.
Off-Road.com: Anything else you would like to add?
Shane: If you are rebuilding yourself, make sure to release the gas pressure prior to taking the shocks apart. Check the condition of the piston rod, because any nicks or other damage will tear seals. Be sure to inspect the heim joints to see if they need replacing. You also will need nitrogen, which can be purchased from welding supply companies. Poly Performance and Rubicon Express also sell convenient fill kits.
There you have it folks. Whatever you do, don’t shoot your eye out. Make sure to release the nitrogen before you crack open a shock. Better yet, why don’t you just leave it to the pros. We did, and they worked out great on our project Ford F350. The choice is yours.
The benefit to sending them into Bilstein is that they have all the parts necessary to do a complete rebuild. They also have a shock dyno that is used for testing them before they come back to you. The rebound/compression is measured on every shock.
For more information on Bilstein Shocks Absorbers or rebuilding your Bilstein shocks, please visit http://www.bilsteinus.com/services.php
Bilstein Shock Absorbers
http://www.bilstein.com
Source
Monday, April 26, 2010
Nissan GT-R teams threaten FIA GT1 boycott over weight penalty
The two Nissan teams competing in the new FIA GT1 World Championship have threatened to boycott the next round and to launch a protest unless the weight penalty heaped on the GT-R ahead of the Abu Dhabi series opener is removed, this week's AUTOSPORT magazine reveals.
The Swiss Racing Team run by Othmar Welti insisted that it would not race again with the 30kg penalty that rendered the Nissan GT-R uncompetitive in last weekend's Abu Dhabi event.
The British Sumo Power squad explaining that it was considering a protest against the penalty, which was imposed under the series 'Balance of Performance' rules.
"We will not go to Silverstone under these conditions," said Welti. "We cannot be a grid filler."
Sumo team manager Allen Orchard added: "We have to go to Silverstone because it is our home event. We have tried to argue our car with facts and figures, but we are ready to put our money down and protest.
The Nissan was given the penalty after an open test on the Wednesday before the races, during which former grand prix driver Heinz-Harald Frentzen sampled all six cars on the GT1 grid.
The Maserati MC12 was given 25kg, and the Chevrolet Corvette C6.R and Lamborghini Murcielago R-SV 10kg each. The spec of the Matech-developed Ford GT was left unchanged, while the Aston Martin DBR9 was given a larger-diameter air restrictor in an attempt to increase its performance.
The Nissan teams were among those that argued that the testing was not done in a fair manner.
"I do not believe that all data needed was collected," said Orchard. "Some cars barely ran and some didn't run long enough."
Frentzen completed only two laps in the Matech Ford after complaining that he was uncomfortable in the car, and drove the Corvette early in the day when the Yas Marina track was 'green'. He did only one flying lap on new tyres in the Nissan, when it had been planned that he would undertake a 10- or 15-lap run in each car.
The Nissan teams argued that the decision did not take into account the higher weight to which the GT-R runs and its higher centre of gravity. This has a detrimental effect on tyre wear over the course of a stint.
There were also allegations of gamesmanship levelled at the Ford, Chevrolet and Aston Martin teams. The Matech Ford, which went on to win the main race, is understood not to have broken the 2m10s barrier in testing, yet lapped at 2m07/08s throughout the race.
Committee chairman and FIA technical consultant Peter Wright defended the measures.
"We gave the Maserati 25kg and it was still competitive," he said.
The best of the MC12s finished fourth in the main event, although its best race lap was 1.7s shy of the fastest lap set by the winning Ford.
Wednesday, April 21, 2010
Monday, April 19, 2010
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