Penske Racing Shocks 8300-DA - Manual (Page 10)

PS-8300RM/PB · DOUBLE ADJUSTABLE 2013/2014
10
5. Exit Under Steer:
a.
Add front rebound, try and hold weight on the front tires longer increasing grip.
b.
If it is still over steering, increase rear compression. This will balance out the chassis by
taking some grip away from the rear.
6. Exit Over Steer:
a.
Reduce rear compression. This will allow quicker weight transfer to the rear tires,
creating more grip.
b.
Reduce front rebound. This again will transfer more weight to the rear tires resulting in
more grip.
Gas Pressure:
Gas pressure is like spring rate. This is more used for a fine tuning adjustment. 50psi is similar to 5-10lbs
of spring rate. Adding more gas pressure is a common adjustment for qualifying, when you need to get
your tires to max operating temp very quickly. If you do this, remember to reduce PSI before racing or
shortened tire life may result.
Troubleshooting:
Signs of Fluid:
If the area around the shaft bearing and shaft exhibits a small amount of moisture, this is normal. In
order to reduce friction in the system, seal squeezes are slightly relaxed which serves the purpose to
allow a small amount of fluid to be wicked onto the shaft when the strut operates. If you see excessive
amount of fluid that may “pool” on the top of the shaft bearing, you may have a seal problem. Contact
your Penske representative at once.
Loss of Gas Pressure:
If the strut for some reason loses its gas charge, the data may show that the velocity of that corner is
much reduced. Also, a tell-tale sign of reduced or no gas pressure is that the strut (without a spring)
when compressed, will not return to its fully extended position.
Failure of Shaft to Extend:
If the strut has lost pressure or lost excessive fluid, you may find that the strut shaft does not extend
fully when compressed. In some situations, you may need to physically “pull” the shaft out in order for
it to reach full extension.