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Khoi lowers everybody wants them but not
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everybody knows what's in them or why
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you need them you know who does no OD
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Bakshi you know he trips but he also
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makes quite a view so he's gonna walk us
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through basically what we have to think
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about before we even start putting them
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together tweet so yeah let's go through
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it a coilover is not just the shock it's
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the spring and the shock so we have to
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choose the right spring and then we have
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to build a shock to suit the car and to
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suit the spring rate that we chose as
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well some shocks already have a spring
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around the shock so it's technically
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like a shock and spring all in one but a
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coilover usually allows you to adjust
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the preload of the spring which changes
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the ride height that changes the droop
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it's a tuning factor that you get from a
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coilover we can make it all accessible
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as one unit that usually is very helpful
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on a race car where you're constantly
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changing things out changing maybe even
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the spring altogether it's one unit you
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pull it out you could change the
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components put it back in this is a coil
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over from a Nissan 240sx this is a
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Macpherson style shock that is a coil
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over with spring preload adjustability
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meaning that these locking collars could
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preload this spring
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more or less this whole coil over system
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is the upper control arm and the shock
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this kind of has a pretty big task
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it's got to be structurally sound to
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take side loads and not buckle not bend
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and ask to have a good solid top mount
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because there's no pro controller
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what's cool about most coil overs out
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there is that you can adjust spring
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preload it does change the ride out of
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the car but it also adjusts how much
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suspension droop you have how much
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compression travel you have and if the
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coilover kit has this neat feature like
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this one he could adjust the ride height
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of the car by simply turning the lower
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mount in or out so you can make the
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shock longer or shorter not all coil
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overs are designed like that a lot of
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them this lower mount is permanently
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fixed to the shop body and this is all
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you can adjust mm-hmm
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yep if you only allow the customer to
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adjust ride height by digesting in
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preload you're kind of confined to of
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like a small range of adjustment because
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if you want to lower the car a lot and
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the only way you could do that is by
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taking spring preload out what's gonna
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happen essentially let's just exaggerate
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this as soon as the car hits the ground
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touches the ground oh my god this is a
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stiff shot this is a racing car shock I
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can't compress this yeah what's gonna
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happen is the springs gonna come down a
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lot the shock itself is gonna come down
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and and travel meaning that this shaft
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is gonna get dangerously close to the
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bump stop it's all gonna be compressed
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just statically as the car sitting on
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the ground just from the weight of the
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car yeah because you want it to be low
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and that's the only way you could make
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it lows by taking spring preload out now
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when you hit a bump you don't have much
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travel left and you have an excessive
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amount of droop meaning that when you
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put the car up in the air or if it's
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over a bump the wheels are gonna droop
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out a whole bunch and I know that some
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of our customers want to lower their car
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a whole bunch and I don't want them to
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have to sacrifice shop performance so
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this is why you could adjust right here
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without changing the spring feeler we've
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got a helper spring and we call it to me
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yeah exactly the helper spring is very
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useful if the mainspring is very stiff
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because if car hits the bump it's gonna
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compress the shock and then on the
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upstroke it's gonna want to oscillate
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upward and if there's not enough
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mechanical movement left to go upward
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it'll top out the shock and it'll
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probably be violent and lift the wheel
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off the ground
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it's a placeholder if I remove this the
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mainspring would jiggle around it
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wouldn't locate properly on the spring
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seats so this helper spring is basically
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like someone just holding the spring in
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place you could literally compress this
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by hand the whole point of this helper
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spring is to keep the mainspring located
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in its correct place so this is
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basically the shack of this coil over
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yep exactly this is that important piece
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of the puzzle that controls the damping
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inside the cartridge you get the shaft
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that travels in and out of it at the end
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of the shaft you have a piston as the
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piston goes through the cartridge the
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oil on one side of the piston needs to
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make it to the other side so it flows
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through these offices and as it flows
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through those offices we restrict oil
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flow by putting these spring steel shims
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on here we basically cover up those
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offices with these shims and these shims
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have a spring rate to them so on
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compression stroke the shock as it goes
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down it flows through the bigger
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orifices on the rebound stroke it flows
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through the smaller ones this stack of
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shims is for the compression side this
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side is for the rebound stroke two
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completely different stacks because we
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need a completely different mount of
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force on the compression side and a
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completely different amount of force on
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the rebound side so this stack sits
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inside the tube
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these will Bend yep to change the speed
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with which it can compress yeah it's
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basically these are flexing open and
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once they flex open fluid could pass
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through so the top during compression
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these are the ones that Bend up exactly
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that is awesome that you picked up on it
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this is called a compression stack
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because this is the stack of shims
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that's responsible for opening up to let
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fluid pass during the compression stroke
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on the rebound rebound these guys been
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exactly through this side channel
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exactly yep
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a large piston is your friend because a
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lot of surface area is easier to create
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that resistance for you know the shock
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just to follow through it's easy to
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create a lot of force so on at we talked
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if you're dealing with a small piston
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and you try to create a lot of
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resistance it just generates a lot of
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heat we're getting into the shocks
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compressing it is
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we're doing a lot of work and we're
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creating a lot of heat do the fluids
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adjust to that so the biggest important
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factor with shock fluid for a shock
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tuner like our company is the viscosity
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index of the fluid you could use thinner
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fluid in a shock it'll make it softer
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sometimes if you're having trouble
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getting the right force out of it with
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stacking shims another trick is to use a
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different viscosity of fluid to begin
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with that's really what separates one
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shock from another how much time a
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manufacturers spent at the racetrack or
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on the shock dyno figuring out what
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configuration of these shims work best
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with what type of piston for any
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specific car and specific driving
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disciplines and styles now that we know
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what goes into all of these only the mad
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scientist is going to show us how he
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tested out all these crazies and shocks
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it's shocking it's a shock
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yep this saves us a ton of time because
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we could strap a shock in here and kind
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of run it through similar paces that it
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would see on a vehicle the magic behind
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the valving is that we custom tailor it
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to produce a different amount of force
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at a different speed you can manipulate
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that shock in so many different ways and
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one way to double check your work if you
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actually get did it right is to run it
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on a shock diner all right let's run it
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cool so let's run at five different
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velocity increments it's gonna warm up
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for 10 seconds just a quick warm-up and
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then it's gonna go into one inch per
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second which is a very slow speed this
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is the kind of speed that is responsible
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for the car just slowly shifting weight
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from one side to the other maybe getting
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on the brake and a little bit of dive
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also accelerating a little bit of squat
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now it's getting to the high speed this
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is when you hit a pothole or rumble
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strip at the racetrack and it's kind of
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jolting the shock through a faster shock
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shaft speed the top is the amount of
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compression force the force is displayed
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right here on this axis you have the
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velocity so we ran it pretty fast it was
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recording up to 16 inches per second
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actually for this test we did it quite a
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few different speeds
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that really helps because it paints a
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picture of the shock so this is called
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like the damping curve and as it goes
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faster as the shock shaft speed
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increases if it starts to actually
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produce a little bit less force with
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higher shock shaft speed it's not
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increasing force in a linear fashion
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it's digressive lee shaped same thing on
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the compression side it's pretty steep
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at the very low speed compression that's
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because we're dealing with a large
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piston it's got a lot of surface area to
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crack those shims loose and open them up
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it's taken a lot of initial force to do
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that we could make this initial part of
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the graph mellower by increasing the
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amount of lead holes or increasing the
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size of the bleed hole part you're gonna
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make the shock as soft as it can be so
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just turn it counterclockwise this
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clicks and basically it will stop
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turning and that's when you know it's at
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full so here's the graph of the shock
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full soft and it is yeah yeah so it's
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still not linear but man we took a lot
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of force out of it the green is the
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shock at a stiffer setting the blue line
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is at the softer setting this is a
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one-way adjustable shock meaning that we
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only have one knob to adjust and that
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one knob in our shocks adjusts the
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compression side and the rebound side as
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well the shape or the curve is kind of
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similar between you know being very
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stiff and very soft the curve of this
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graph is something that we designed like
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we could make this particular shock be
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progressive we don't want that like for
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this particular application we wanted it
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to have a slightly digressive curve we
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wanted the compression to be fairly
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linear from like mid speed to high speed
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we want it to have a little kick at the
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very beginning and progressive means
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we'd look like that yeah yeah means we
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would have less force on rebound at
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slower speeds and more yep yep so I went
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from 516 to 619 you will definitely
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notice that as a driver going from one
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setting to the other we got a lot of
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wiggle room to make some really cool
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changes but if you don't know what
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you're doing when you're putting a shock
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to
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you could really make the car handle
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worse than it did from the factory and
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that's where the consumer has to be
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pretty careful about what coilovers they
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choose because as a coilover tuner you
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have the ability to manipulate the shock
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to do various things you just got to
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understand that you can make it worse or
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you can make it way better
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and so we adjusted the damping for the
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dyno nobody's gonna walk us through what
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we just did when we were talking about
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the piston and how it restricts oil flow
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we could actually I pass the piston
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there's two little holes there's one
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right there another on right there and
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what that is it's a bypass around the
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piston it's kind of like the gardener
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knows out your house you know you could
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open it up so you get like a little
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stream coming out or if you really want
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to blast something you open it up full
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full blast so that's essentially what
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you're doing it's also pretty crazy to
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think that this hole is responsible for
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a hundred pounds of pressure on recoil
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yes it seems like insignificant size
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right it's like a three millimeter hole
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and there's two of them so it's six
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millimeters of total orifice but there's
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a ton of fluid that you could run
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through there and it kind of sit this is
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about where it sits right yep so you're
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out it goes through the hole and then
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you're closed yep and it goes around it
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so you could keep track of how how much
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you're opening it or how much you're
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closing it we made it so there's indents
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so as you turn there's an indent we also
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call that a click so when your friends
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are like hey adjust the clickers or how
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many clicks soft or hard you are that's
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what they're referring to third so what
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that's doing is basically allowing us to
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instead of going inside the shock and
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taking a shim out or changing the piston
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size we could just turn a knob and we're
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increasing the size or decreasing the
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size that oil is flowing through and
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we're changing how much force the shocks
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making let's say somebody's looking
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online they want to oilers
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because it looks sweet what should they
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look for to be like oh this is legit or
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oh this is just aesthetic someone's
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buying a coil over and online in photos
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they look very similar and some look
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really cool and colorful and some
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they get the job done of lowering the
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car but always realize that the shock
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part of it is so important and you got
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to make sure that the product you're
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buying is actually gonna make the car
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handle better not just lower it
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aesthetically so just ask questions of
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the manufacturer okay what kind of
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piston to use is a D shape is a small
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orifice large orifice and if the
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manufacturer is kind of clueless about
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what you're asking and that's probably a
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good indication that they probably
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didn't put the Rd and time into
00:12:53
developing that shock maybe it's just a
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shock that aesthetically looks cool and
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might lower your car and do just that it
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makes sense so if you're thinking about
00:13:02
modifying the suspension on your car if
00:13:04
you want to lower your car or just want
00:13:06
it to be more responsive you got to
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choose some good coil overs because you
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got to have the adjustability and
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remember you got to have the firmness if
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you're gonna drop the car so you're not
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blowing through that suspension stroke
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so you don't just want to cut the
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springs on your OEM no that would be a
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bad idea Bart
00:13:22
Nolan subscribe to donut this little
00:13:25
button out here is a subscribe button
00:13:27
let's say I want to get my hands on some
00:13:28
of these sweet sweet coil overs where
00:13:30
would I go feel suspension calm and
00:13:32
there's links and descriptions of all of
00:13:34
our different products twitter and
00:13:36
instagram at donut media follow me at
00:13:38
bids Bardot follow OD OD drift but
00:13:40
Fallowfield suspension ad feel
00:13:42
suspension don't tell my wife mean Eddie
00:13:44
you're about to go hit the slopes
