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The rears retail for $1210 a pair and the fronts are $1000 retail. I can save you quite a bit of money over those prices though. Mike

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Thanks Mike.

You have a PM.

Jeff

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You guys looking for shocks and prices just need to call Mark Roth if you are interested in Santhuffs and Mark Menscer or AFCO direct if that is your choice.

The reason is........a shock is NOT a shock. Even in GOOD D/A shocks, the intended purpose of the car comes into play. We call most GOOD race shocks "double adjustable" but shocks really have 4 adjustments that can be made to them. There is a high and low speed rebound and a high and low speed extension. Since drag cars don't see varying track conditions like a round track car, having all 4 externally adjustable is not needed...........BUT, the power level and type suspension used, will dictate where in the valving the low speed takes over from the high.

High speed valving is defined as hitting the shock hard and fast, such as at launch. Low speed is usually down track to absorb bumps. Since shocks are very sensitive to velocity, the type suspension and power level greatly comes into play on choosing a valving. Power and a violent suspension setup, like a ladder bar, will require the high speed to be very sensitive, very quick, to control the housing. Lesser power and lesser aggressive suspension, like leafs, will change the transition point in the valving.

All this is why a "serious" guy should not just pick up the phone and order some shocks from Jegs

Monte

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Best explanation I have seen on this board! People dont realize how involved every aspect of a purpose build drag car really is, or should be! Hats off to you Monte

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Great thread, Thanks Monty! Have a question, our car is a 540 hemi with a F-3 in a duster. made 1600hp with our small pulley and 1200tq question is car currently has 10 inch da konis on the front but I was thinking of switching to a 12 inch shock for ground clearance (5 inch exhaust) Right now leaning towards the santhufs based on this thread, is the extra travel going to hurt or help us or should we be able to tune it either way? [/quote

We can limit the travel in the shock internally if need be. You're not going to need the extra travel. Mike

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when you leave it is likely headed straight to limiter and or topping out shock........which immediately stops weight transfer at THAT point.

Why does the weight transfer stop at that point?
Is it because the front now has the added weight of the wheels and suspension parts that it needs to lift?

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