CSI Shocks

Johnny Herrera Wins ASCS Gulf South Feature

admin — Thu, 09 May 2013 20:57:52 +0000

Hollywood used his new RS-X2 double adjustable shocks to pick up the win at Golden Triangle Raceway in Texas. The adjustability of our new non-canister double adjustable gas shock is amazing. This is the only shock you need no matter of the track size or surface.

Brady Short Claims Kiss Opener

admin — Thu, 09 May 2013 20:34:16 +0000

Short charged from the row 8 and dominated the feature event at Bloomington Speedway Friday Night. The top 4 were all on RS-12 Shocks from CSI.

Hagopian Goes Back to Back at Plaza

admin — Mon, 29 Apr 2013 13:53:45 +0000

Jake Hagopian took the win for the second week in a row at Plaza Park Raceway. Hagopian has been on a tear in the Super 600 Class at California’s toughest micro track. His D1 Chassis is equipped with RS-12 Gas Shocks from Driven Performance.

Randall Wins Jr. Animal at USAC Next Gen.

admin — Mon, 29 Apr 2013 13:51:58 +0000

Chase Randall drove off and left the field in Albuquerque. Using his new Sherman Race Car with RS-Junior Shocks Randall dominated the field at USAC’s Next Gen Round #3. The win moved Chase into third place in National points.

Seth Bergman Wins ASCS Lone Star Feature

admin — Mon, 29 Apr 2013 13:27:31 +0000

Berman picked up his third ASCS Win of the young season. This time he found victory lane in Abilene, Texas holding off a hard charging Johnny Herrera. Seth has been super-fast in 2013 since switching to CSI Shocks.

What we have in store for 2013

admin — Fri, 08 Feb 2013 13:54:14 +0000

I wanted to take a minute to thank all of our great customers who have continued to support us throughout the 2012 race season. We care about each and every one of you and our desire to see you successful is what drives us each day in the shop. Your success has continued to raise the demand for our products. How are we going to handle the demand and still provide you the service and support you have come to depend on? This is a question I have spent many nights thinking about. I feel we have come up with a plan to handle the growth and offer even better support than we have in the past.

Phase one of the plan was to add a few key team members that shared our passion for racing and the products that go out the door. The first new hire was Jim Leconte. Jim is a personal friend of mine who I have worked with in Indy Car racing. He grew up around sprint cars and has true love for the sport. Jim will be handling the phones, shipping and receiving and help manage our growing inventory. Our newest team member is Jonathan Thomas. I have known Jonathan since he was 12; he comes from a racing family and is a great addition to our staff. Jonathan will be washing and decaling shocks, helping in the shipping department and keeping the shop in tip top shape. Brent will continue to handle all the shock repairs and keep our website, facebook and twitter pages up to speed. A.J. is going to continue with sub-assemblies, torsion bar dynoing and now will assist with shock tear down and final assembly prep. I will continue to build all the new shocks and work on R&D for some exciting new projects.

Along with the new hires our shop is receiving a face lift. We have added lots of new equipment including our third Roerhig Shock dyno. Our new shop layout will allow for better organization and efficiency. We are also in the process of ordering a 20’ enclosed trailer. The new trailer will be a mobile

New Product- Gas Double Adjustable RS-X2

admin — Fri, 07 Dec 2012 16:44:27 +0000

Starting with a clean sheet of paper over 12 months ago. We engineered a shock that had all of the features necessary to win at an affordable price. The all new RS-X2 double adjustable shock is light weight, compact and effective. It boast a wide tuning range and low minimum gas pressure. The response was improved over our competitiors by eliminating the canister. Both the rebound and compression adjusters can be ran in the cock pit for the ultimate in tune ability. Other features include a billet optimum flow piston, low drag seals, tuned basevalve assembly, and CSI Gold coated shaft.

RS-X2 Eye Adjustable $685.00

W/ 1 Cock Pit Adjuster $750.00

W/ 2 Cock Pit Adjusters $815.00

Proper Shock Cable Mounting

admin — Wed, 04 Apr 2012 14:56:19 +0000

This month we will cover a simple subject that often gets over looked. When mounting your cock pit adjuster cables make sure you route them as short as possible. The longer the cable is the more wind-up it will have and the less accurate your adjustments will be. Once you get your cable routed you will need to tie-wrap it to your chassis. It is very important to fasten it every 4 to 5 inches. This will help prevent cable wind-up. After your done tying everything up make sure that when you adjust the knob in the car it is turning the same amount at the shock. We can custom make our cables to any length you need for no additional charge.

What is cavitation?

admin — Wed, 04 Apr 2012 14:56:02 +0000

A damper cavitates when the rebound pressure of the damper, while in compression, drops below the vapor pressure of the damper fluid or creates a vacuum. When this happens, dissolved bubbles in the fluid expand and cause voids in the damper fluid. These voids prevent the damper from functioning

correctly because in order for fluid to flow through the piston, pressure must first build to a certain level. The pressure that is generated with shaft displacement must first collapse these voids before fluid flow happens which causes a lag or “dead spot” in the rebound damping during change of

direction of the damper. The vapor pressure of most hydraulic damper fluids is approximately 0 psi. Rebound pressure of a damper can drop below 0 psi if a very heavy main compression stack is used on the piston without sufficient reservoir pressure. This happens because the needed amount of fluid cannot pass through the piston in the time needed to replenish the void area and maintain oil pressure due to the stiffness of compression shims used. Instead of flowing through the piston, the “column” of fluid above the piston simply passes into the reservoir instead of being resisted and forced through the main piston to create force. If a damper continues to be used when cavitating, it will not produce consistent performance and the oil will eventually break down because of excessive shearing forces. We can eliminate cavation one of two ways more gas pressure, or adding a base valve. By adding a base valve we are reducing fluid flow through the base valve and reducing the oil pressure against the floating piston. Reducing the oil pressure against the floating pistons allows us to minimize the gas pressure while still preventing cavitation. Las gas pressure equals less rod pressure or spring rate. The less spring rate we have in slick track conditions the more grip we can achieve.

Monotube vs. Twin tube

admin — Wed, 04 Apr 2012 14:55:40 +0000

Monotube shocks are also known as gas shocks. Both monotube and twin tube shocks use gas pressure. Monotube shocks use a higher pressure of gas (nitrogen) on the opposite side of a floating piston to keep a constant volume of oil in the shock body as the shaft adds and subtracts volume when the shock moves. Twin tube shocks use a lower pressure gas in a bag to achieve the same result.
Monotube shocks have been around for many years. Their technology has just recently trickled down from Formula 1 racing through NASCAR to dirt track racing. Many engineers feel that monotube shocks have an advantage, since their larger pistons displace more oil for a given stroke. This is especially true for the rebound stroke. The greater the amount of oil moving through a shock’s piston, the easier it becomes to regulate the flow and thus control the dampening forces of the shock. Monotube shocks are also less prone to fade due to heat. They stay cooler because the piston and oil are in direct contact with the outside wall of the cylinder allowing for better dissipation of heat.
Twin tube shocks use a rupture-prone gas bag to hold the nitrogen. When this bag breaks the nitrogen mixes with the oil making the shock skip as the gas moves through the piston orifices. Bubbling noise can be heard when the shock is actuated by hand. In contrast, twin tube shocks can sometimes be advantageous: twin tube shocks can still function properly with small dents in the housing because of the use of their inner cylinder. They are generally much less expensive to repair, and the parts cost less. We can build of shock package to fit your needs with either type of shock, it really depends on your budget.