2000 E-Model
The 2000 Series Twin Tube shock has a large anodized aluminum body designed for 2 ½” I.D. spring. The entire body of the shock is machined with a coarse thread so each rotation of the adjusting nut moves the spring perch 1/8 of a inch in ride height. This shock is recommended for Dirt and Asphalt Late Models and Sprint Cars.
ARS can rebuild or revalve the 2000 Series or any large body shocks we serviced in the past to the latest valving combination for maximum performance. The large body shocks are available as non-adjustable or adjustable with many valving combination, including the RT valving as well as the latest split valve combinations.
Many drivers prefer the distinctive feel of the 2000 Series shock over the gas mono-tube shock, especially in the front suspension of an asphalt stock car. The twin-tube shock in the front gives the driver more feel in the corner transition as the chassis is turning in the middle of the corner.
The large body shock is designed to accept the 2 ½” I.D. spring and with the black chromemoly shaft these shocks are available in 5”, 6”, 7”, 8”, and 9” stroke shafts.2000 Non-Adjustable
The E-model rebound adjustable shock can replace the dampening ranges of five non-adjustable shocks. Valving can be adjusted from a tie down (Rebound 80/20 Compression) shock or an easy up (Rebound 20/60 Compression) dampening to a straight valving (Rebound 50/50 Compression) shock. Or any combination throughout the valving range.
The E-model 9 position detent lock adjustment allows for fine tuning the rebound dampening from the shock eye without removing the shock or spring from the chassis for quick suspension adjustments.
The A-model and B-model 2000 Series shock is designed so the racer can tune the chassis balance from the driver’s compartment. The left rear (16-5 or 11-5 range) rebound adjustable shock have enough dampening range for any track condition.
The 2000 Series Large Body shock is available in the (ARC and BRC) right rear cockpit adjustable models. These shocks adjust compression and rebound at the same time in proportional ratios. The unique design of this adjustment range is the ability to provide more high speed dampening for fast heavy conditions all the way to soft low speed dampening for maximum traction on dry slick conditions.
Each shock is dyno tested to set the range of adjustments and calibrate dampening valves. Rebound dampening adjustments are completely independent of compression valving.