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Speedmart Tech Support

QA1 Tuning Tips
SpeedMart Tech Team

Tuning Tips:


QA1 shocks are unique in that you can custom valve your shocks for your particular application. QA1 valving is predictably spaced from one valving to the next, so you can be certain that when you make a change it is going to be correctly reflected in the performance of the shock. QA1 tuning kits come with pistons, seals, base valves, drill bits, a wide assortment of deflective discs, and easy-to-follow instructions. Best of all, they are so simple to use that you can often change your valving in less than ten minutes per shock!

The list of conditions below will give you an idea of how to start tuning your shocks. These are very general recommendations, but they should get you headed in the right direction. In most cases, it will be best to use a split valve shock to make these adjustments. The amount of split valving needed will depend on the severity of the problem.

Corner Entry:


Problem: Loose at turn entry
Solution: Use more compression damping on right front or use less rebound damping on left side

Problem: Tight at turn entry
Solution: Use less compression damping on right front or use more rebound damping on left side

Corner Exit:


Problem: Loose at turn exit
Solution: Use less rebound damping on front or use less compression damping on rear

Problem: Tight at turn exit
Solution: Use more rebound damping on front or use more compression damping on rear or right rear only

Always start tuning by concentrating on the problem that happens first in the turn. For example, if you are loose exiting the turn, it is possible that it is happening because you are tight entering the turn. The extra steering input from trying to “drive through the push” could cause the car to seem loose at mid-corner and at exit. Once the “push” entering is fixed, the loose condition exiting the corner should go away.

RULES


  1. To insure rear end is perfectly square in car, you must remove motor before proceeding.
  2. Straight edge must be “straight” and stretch completely across motorplate.

STEPS


  1. Set rear end on 6" blocks. Connect and tighten radius rods to car and birdcage. Disconnect rear arms and watts link.
  2. Install spacers on axle and tighten axle nuts to make sure birdcages are tight.
  3. Center rear end in frame.
  4. Adjust fore and aft till rear axle tube face is at 38 9/16" from front of motorplate.
  5. Have someone hold straight edge against motor plate at same height as rear torsion arm bolt in birdcage. Measure from face of bolt head to motor plate and adjust radius rod til measurement is 39 5/8". Adjust the heim in rear arm until the bottom birdcage bolt slides through freely. Slide bolt in and tighten 2 or 3 threads. Recheck top measurement. Repeat Step 5 on other side.
  6. Move straight edge to same height as radius rod bolt in birdcage. Adjust radius rod bolt til measurement is 39 1/2" from face of bolt. Repeat Step 6 on other side.
  7. Recheck axle square to motorplate. If axle is not square or not centered in car, recheck measurements. If measurements are correct, and rear end is not square still: Torque tube is bent. Snout is bent. Car is bent.
  8. If rear end is still square, hook up watts link. Adjust heim so bolt is nice and free.
  9. Check all measurements again and check torque ball to make sure it’s free.

Sprint Dirt


If your car is loose into the corner:
Soften compression on the right rear.

If your car is tight into the corner:
Add rebound to the left rear.

If your car is tight from the center out:
Add compression to the right rear.

If your car is loose from the center out:
Soften rebound on both fronts.

If your car is loose into the corner:
Add rebound to the right rear; or, stiffen front compression.

If your car is tight into the corner:
Add rebound to the left rear; or, soften front compression.

If your car is tight from the center out:
Add rebound to the right front; or, add compression to the right rear.

If your car is loose from the center out:
Add rebound to the left front; or, soften left rear compression.

Sprint Asphalt

DESCRIPTION SERIES LF LR RF RR


  • Revalveable Threaded Small Body 82 8264 8264 8264 8264
  • Threaded Small Body 87 8764 8764 8764 8764
  • Chrome Small Body 75 7564 7564 7564 7564
  • Springs - Polished & Chrome Plated Springs 8S225 10S225 8S250 10S250
  • Springs - Powder Coated, Chrome Appearing Springs 8SM225 10SM225 8SM250 10SM250

Average Track


The best place to start any fine tuning process is literally "by the seat of your pants". Drivers have different styles and preferences so the set-up that your buddy likes may feel terrible to you. If the car feels uncomfortable to you, then it will probably not be the fastest set-up. You should begin by experimenting with different shock and spring combinations until you find a good overall baseline set-up, that works for the widest range of conditions. Once you have a good overall baseline set-up, then you can adjust for different track conditions.

Tuning Tips


QA1 revalveable shocks are unique in that you can custom valve your shocks for your particular application. QA1 valving is predictably spaced from one valving to the next, so you can be certain that when you make a change it is going to be correctly reflected in the performance of the shock. QA1 tuning kits come with pistons (large body), seals, base valves (large body), drill bits, a wide assortment of deflective discs, and easy-to-follow instructions. Best of all, they are so simple to use that you can often change your valving in less than ten minutes per shock! See page 25 for more information on the QA1 tuning kits. The following template was designed to assist you in breaking down the corner into three main areas. First, establish what handling characteristic your car possesses, then, using the template, determine in what area of the corner you are experiencing the problem. Follow the recommended adjustments in order to optimize your vehicle’s cornering potential.

0° thru 60° Corner Entry


Problem: Loose at turn entry
Solution: Increase compression on front or right front - decrease rebound in left rear

Problem: Tight at turn entry
Solution: Decrease compression on front or right front - increase rebound in left rear

60° thru 120° Mid Corner


At most tracks this part of the corner is where the car has taken a set. Your braking is already done, your steering angle is constant and you aregetting ready to pick up the throttle. Typically, your car’s handling characteristics are influenced by vehicle geometry and roll centers at this part of the track and less likely affected by shock valving.

120° thru 180° Mid Corner


Problem: Loose at turn exit
Decrease rebound in right front - decrease compression in left rear

Problem: Tight at turn exit
Increase rebound on right front - increase compression on rear or right rear only

Always start tuning by concentrating on the problem that happens first in the turn. For example, if you are loose exiting the turn, it is possible that it is happening because you are tight entering the turn. The extra steering input from trying to "drive through the push" could cause the car to seem loose at mid-corner and at exit. Once the "push" entering is fixed, the loose condition exiting the corner could go away.