NOTE: Kits may contain Viking or QA1 Shocks.

NOTE: Kits may contain Viking or QA1 Shocks.
Rev. 140424
21401 Hemlock Ave.
Lakeville, MN 55044
Phone: 952-469-4130
www.vi-king.com
Fax: 952-469-4132
TM
Congratulations on your purchase of Viking Warrior double adjustable shock absorbers! You can rest
assured that you are getting the best value for your dollar with Viking high performance shocks.
INSTALLATION / TUNING GUIDE FOR
\
VIKING WARRIOR DOUBLE
ADJUSTABLE
GM / MUSTANG II KITS
[Part Numbers Beginning A201 – A2xx]
*Note: It is strongly recommended that you purchase a spanner wrench and thrust bearing kit (part
#7995-102) for ease of adjustment.
INSTALLATION
Please read these instructions carefully and entirely prior to installing your new Viking shocks.
1. Verify that your shocks are the correct lengths and mount style before beginning installation.
Contact your chassis builder, supplier or Viking if you have any questions.
2. Measure your vehicle’s ride height by measuring from the center point of the fender lip down to
the ground. Mark the spot you measured to for later reference.
3. Reference your vehicle’s owner’s manual to determine the proper jacking locations, and the
instructions for removing the shocks and springs. FAILURE TO FOLLOW THE INSTRUCTIONS CAN
RESULT IN SERIOUS INJURY OR DEATH.
4. Jack your vehicle up until the tires do not touch the ground and the suspension hangs freely and
remove the wheels. Remove the shocks and sway bar mounts, if applicable, and retain all
mounting hardware.
5. Important: Ensure that factory or replacement compression bumpers are in place and in good
condition prior to installing the shocks. Also check other components on the chassis such as
bushings, ball joints, etc. and replace if needed.
6. Use a floor jack to support the lower control arm and remove the cotter pin and ball joint nut
from the lower ball joint. Loosen the ball joint stud from the spindle using a tie rod / ball joint
separator. Carefully and slowly release the lower control arm assembly by lowering the floor
jack until the spring can be safely removed.
7. Remove the hardware that retained the stock shock in the lower
control arm. Clean the mounting bolt holes thoroughly. You may
need to slightly open them using a file or 3/8” drill bit.
8. Important: Verify the shock body will clear the spring pocket
sheet metal. These tolerances varied greatly out of the factory,
and this pocket may need to be opened up to allow adequate
clearance for the shock body.
9. Install one stud washer and one bushing (half of the shock stud bushing pack) onto the stud.
10. Fully extend the piston rod.
11. Screw the lock nut (shoulder up) and the spring nut (shoulder up) down to the last thread only
(See figure on the right).
Phone: 952-469-4130
1
www.vi-king.com
Fax: 952-469-4132
Rev. 140424
12. Apply anti-seize to the threads on the nuts and the shock. If the Viking thrust bearing kit is used
(recommended), coat both washers with anti-seize. Install the spring seat washer, then the
bearing, then the second washer. If you do not use the thrust bearing kit, then coat one side of
the washer supplied with the shock with anti-seize and place it coated side down on the spring
nut. THE WARRANTY IS VOID AND DOES NOT COVER DAMAGE TO THE SHOCK RESULTING
FROM THE FAILURE TO APPLY ANTI-SEIZE PRIOR TO MAKING RIDE HEIGHT ADJUSTMENTS.
13. Install the spring onto the shock, putting the small end of the spring over the shock body and
down onto the spring seat.
14. For GM Kits: Install the shock with the T-bar on top of the lower control arm with the
adjustment knobs facing out toward the spindle utilizing the 3/8” bolts and nylock nuts. Before
tightening, ensure that the shock is centered in the lower control arm.
15. For Mustang II Kits: If necessary, drill out the lower control arm bolt holes to the appropriate
size depending on the shock style selected. If applicable, insert the bearing in a twisting motion.
It may be necessary to press the bearings into the shock. If so, do not press on the ball; press
only on the race surrounding the ball. Install snap rings on both sides of each bearing and ensure
they are fully seated in the loops.
16. Jack the control arm up very slowly until the shock stud extends through the factory mount
while vertically rotating the assembly and making sure that the shock is not binding. You may
need to also rotate the spring until it is properly located in the factory recesses.
17. Install the upper stud bushing, washer and nut.
18. Reassemble the lower a-arm and the spindle. Torque the spindle nut to factory specifications
and insert the cotter pin.
19. Adjust the spring nut up about 1/3 of the way from the bottom of the threads on the shock.
20. Reattach the wheels and torque everything to the specifications defined by the vehicle’s
manufacturer.
21. Verify that there is clearance around the coil-over shock and that the suspension does not bind
at all, even when wheels are turned to full lock position.
22. Carefully place the car on the ground to check clearances again. Lightly bounce the vehicle at
each corner to verify that there are not any clearance issues.
23. Measure the ride height as you did prior to installation and ensure that there is sufficient travel
in both directions. Ideally, 60% of the shock stroke is available for compression. Adjust the ride
height only with the weight of the vehicle fully off of the tires. THE WARRANTY IS VOID AND
DOES NOT COVER DAMAGE TO THE SHOCK DUE TO INCORRECT RIDE HEIGHT OR BY MAKING
RIDE HEIGHT ADJUSTMENTS WITHOUT THE TIRES RAISED OFF THE GROUND. Raise or lower the
ride height by adjusting the spring nut to achieve the desired ride height. If it is at the extreme
top or bottom of the threads, then you may need a softer or heavier spring.
24. Once ride height is correct, spin the lock nut up to the bottom of the spring nut and lock them
together using the two spanner wrenches.
25. It is important to note that your shocks should never be used as a travel limiter. Straps or
cables made for travel limitation should be used prevent topping out. Vehicles used in a manner
where they could bottom out the shocks (such as drag racing) should use a higher rate spring
and a bump stop to help prevent shock damage. Any shock can be damaged from wheel stands
despite bump stops.
26. Have your front end realigned upon completion of installation.
Phone: 952-469-4130
2
www.vi-king.com
Fax: 952-469-4132
Rev. 140424
TUNING AND ADJUSTMENT INSTRUCTIONS
Your Viking shocks have a total of 18 clicks plus a zero position of adjustment per knob, for a total of 361
different valving combinations. Compression and rebound are independently controlled on the Viking
shocks. The “C” knob adjusts compression, while the “R” knob adjusts rebound. Every Viking shock is
tested on a dynamometer prior to shipment to ensure that it is functioning properly. Manually moving a
shock is not an accurate testing method for ensuring that shocks are functioning properly.
Position zero is the softest setting and is found by turning the knob counterclockwise until the positive
stop is located. Position 18 is the stiffest setting. Only very light force is needed to adjust the knobs; do
not ever force the knob past its intended stop as doing so will damage the shock.
Recommended baseline points for adjusting your Viking shocks are as follows:
Drag Racing:
Front: 12 - 18 compression; 0 - 4 rebound
Rear: 0 - 4 compression; 12 - 18 rebound
Handling:
Front: 8 - 10 compression; 10 - 14 rebound
Rear: 6 - 8 compression; 8 - 12 rebound
Ride Quality:
Front: 1 - 4 compression; 4 - 8 rebound
Rear: 0 - 3 compression; 2 - 5 rebound
In general, for good handling and excellent ride quality, the rebound should be set roughly 2 to 6 clicks
higher than the compression. For example, a good starting point for the street is 2 clicks on compression
and 6 clicks on rebound on the front and 1 click on compression and 3 clicks on rebound on the rear.
Warranty
Viking warrants that the products will be free from defects in material and workmanship for two years from date
of sale to the original purchaser. Viking makes no other warranty of any kind, express or implied. Viking shall have
no obligation under the foregoing warranty where the defect is the result of improper or abnormal use, your
negligence, vehicle accident, improper or incorrect installation or maintenance, nor when the product has been
repaired or altered in any way. Viking’s liability in the case of defective products subject to the foregoing warranty
shall be limited to the repair or replacement only, at Viking’s option, of the defective products. In no event shall
Viking be liable for the cost of procurement of substitute products, or liable for any indirect, special, incidental,
consequential or exemplary damages for any reason. Some states do not allow the exclusion or limitation of
incidental or consequential damages, so the above limitation or exclusion may not apply to you.
In order to be eligible for service under this warranty, return the defective part to Viking together with the preapproved R.G.A. number issued by Viking. Tag each item with the part number and the specific explanation of
defect. All returns must be shipped prepaid to: Viking Performance, Inc., RGA #___________, 21401 Hemlock Ave.,
Lakeville, MN 55044.
Purchaser acknowledges that parts and services sold by Viking are exposed to a wide variety of conditions, and
that Viking does not have full knowledge of the intended use of the goods. Purchaser agrees to indemnify and hold
Viking harmless upon demand against all claims, actions, loss, damage or injury resulting from the direct or indirect
use of the products, or purchaser’s inability to determine the proper use or application of the products. Viking shall
not be liable for any claims, demands, injuries, damages, actions, or causes of action whatsoever to buyer arising
out of or connected with the use of any Viking products. MOTORSPORTS ARE DANGEROUS; AS SUCH, NO
WARRANTY OR REPRESENTATION IS MADE AS TO THE PRODUCTS’ ABILITY TO PROTECT THE USER FROM INJURY
OR DEATH. THE USER FULLY ASSUMES THAT RISK. ALL PRODUCTS ARE INTENDED FOR RACING AND OFF-ROAD USE
AND MAY NOT BE LEGALLY USED ON THE HIGHWAY. We reserve the right to change specifications without notice.
Phone: 952-469-4130
3
www.vi-king.com
Fax: 952-469-4132
Rev. 140424
OTHER PRODUCTS FROM VIKING
Coil-Over Springs
- Made in the U.S.A.
-
-
Ultra-lightweight, high travel springs engineered with an expanded body diameter for
unsurpassed performance. Up to a 25% weight savings over some other springs in the
market!
High tensile spring steel with a sleek silver powder coat finish as standard; Mustang II
springs are chrome plated
Cold wound, heat treated and shot peened; ground at both ends; manufactured to precision
tolerances
4" - 14" free lengths available in a wide variety of rates
Lengths and rates clearly marked on springs
Lifetime guaranteed to remain within 2% of the original free height and rate
Viking prices its springs based on actual material used, which equals lower cost for many of
the most popular springs
Rod End & Spherical Bearings
- Same day shipment!
- Huge selection of styles, materials and sizes
o Sizes 3/16” – 1” stocked as standard, larger sizes available upon request
o Aluminum and stainless, chromoly and carbon steel bearings stocked as standard
o Injection molded loaded slot and two-piece stocked as standard; other styles
available special order
- 2 year materials and workmanship warranty
Adjusters, Clevises, Solid Rod Eyes, Jam Nuts
- Stocked as standard
- Wide variety of sizes available
Now Available
TM
Viking’s patent pending Crusader shocks are now available! These shocks feature interchangeable
needles and seats to allow fine tuning of the rebound adjustment range without disassembling the
shocks – no special tools required. These shocks are capable of generating very soft rebound for the
ultimate comfort ride or extremely high progressive rebound forces that are ideal for 750+ hp drag
vehicles and small tire, drag radial applications.
Follow Viking on Facebook at: www.facebook.com/vikingperformance to get the most up-to-date
product releases first!
At Viking, we are all about providing exceptional customer service. We will always strive to
keep you more than satisfied by delivering great quality parts on time and at the best value.
Thank you for your business!
Phone: 952-469-4130
4
www.vi-king.com
Fax: 952-469-4132
Rev. 05/09/06
MOTORSPORTS
Technical Support Line: (952) 985-5675
Fax Line: (952) 985-5679
ASSEMBLY
INSTRUCTIONS
AND THOROUGHLY
READ ALL INSTRUCTIONS CAREFULLY
PRIOR TO STARTING
PRODUCTS THAT HAVE BEEN INSTALLED ARE NOT ELIGlBLE FOR RETURN.
INSTALLATION.
SEE YOUR CAR'S OWNER'S MANUAL FOR PROPER JACKING LOCATIONS AND SHOCKISPRING
DEATil OR SERIOUS INJURY CAN RESULT IF INSTRUCTIONS ARE
REMOVAL TECHNIQUES.
A GOOD CHASSIS MANUAL, AVAILABLE AT YOUR LOCAI.
NOT CORRECTLY FOLLOWED.
PARTS STORE, MAY ALSO AlD IN YOUR INSTALLATION.
Proma Star
(DR, DDR)
Ride*
Ultra
(UR)
Aluma Matic"
(ALN)
Stocker Star* (TC, DTC, MU, DMU)
Stocker Star*"R" Series (RC)
•
DISCLAIMER
/ WARRANTY
•
that the products will be free from defëets in material and workmanship
for one year from date of sale
purchaser. QAl makes no other warranty of any kind, express or implied. OAl shall have no
obligation under the foregoing warranty where the defect is the result of improper or abnormal use, your negligence,
vehicle accident, improper or incorrect installation or maintenance, nor when the product has been repaired or
altered in any way. QAl's liability in the case of defective products subject to the foregoing warranty shall be
limited to the repair or replacement, at QA I 's option, of the defective products.
QAl warrants
to the original
The user understands and recognizes that racing parts, specialized street rod equipment, and all parts and
services sold by QAl are exposed to many and varied conditions due to the manner in which they are
installed and used. QAl shall bear no liability for any loss, damage or injury, either to a person or to
property, resulting from the installation, direct or indirect use of any QAI products or inability by the buyer
of QAI products. With the exception of the limited liability warranty
to determine proper use or application
set forth ahove, QAl SHALL NOT BE LIABLE FOR ANY CLAIMS, DEMANDS, INJURIES, DAMAGES,
ACTIONS, OR CAUSES OF ACTION WHATSOEVER TO BUYER ARISlNG OUT OF OR CONNECTED
WITH THE USE OF ANY QAl PRODUCTS.
MOTORSPORTS
ARE DANGEROUS; AS SUCH, NO WARRANTY OR REPRESENTATION
AS TO THE PRODUCT'S ABILITY TO PROTECT THE USER FROM INJURY OR DEATH.
ASSUMES TIIAT RISK.
IS MADE
THE USER
Rev. 08/08/05
•
INSTRUCTIONS
PROMA STAR* / ULTRA RIDE / AL UMA MATIC*• INSTRUCTIONS
•
•
To maintain the integrity of the product, it is recommended that the shock be installed at the specific ride height for each model
size to protect the piston and valve assembly from possibly topping or bottoming out.
SHOCK
PART #
ALN
ALN
ALN
DR / DDR
DR/DDR
DR / DDR
DR / DDR
DR / DDR
DR / DDR
DR / DDR
UR
UR
UR
UK
UR
•
•
•
•
•
•
•
•
•
•
-3855
-4855
-5855
-3855
-3955
RECOMMENDED
RIDE HEIGHT
9 ¾" 10 34"
12" 12 ½"
13 ½" 14"
½·
9
10 '
10¾"
11 "
11 ½ l2
'
13 ¼ - 14
L5 ¼" 15 "
16" - 16¾"
18 ½" 19 ½"
9 ¾" - 10 ¼"
10 ¾" 11 ¼"
"
11 ¾" 12
i3¾"-i44"
15 ¼" 15 ¼"
·
-4855
-5855
-7855
-8855
-9855
-3855
-3955
-4855
-5855
-7855
-
RECOMMENDED
SPRING LENGTH
(FREE I ENGTH)
T
9", 10"
'
12
T'
7",8",9"
9", 10"
12"
14"
14"
14"
7"
7", 8".9"
9", 10"
12'
14"
RECOMMENDED
APPLICAT1ON
FRONT
FRONT / REAR
REAR
FRONT
FRONT
FRONT / REAR
REAR
REAR
REAR
REAR
FRONT
FRONT
FRONT / REAR
REAR
REAR
Clamp the lower mounting loop in a large vise. Use of soft jaws is recommended
to protect the aluminum housing from
scratches, etc.
Screw the aluminum lock nut (shoulder up) and the spring seat adjuster nut (shoulder up) down to the last thread NO
FURTEIER. Now is a good time to lubricate the threads ofthe shock body with an anti-seize lubricant. Pull the piston rod
all the way out. Check the jam nut under the upper bearing housing making sure it is secure.
Coat one side of the stainless steel spring seat washer with anti-seize lubricant. Place the lubricated side of the washer down
on the spring seat. Slide the spring over the shock body and down onto the spring scat, Slip the spring cap in place, making
sure that it is set in the spring squarely. The spring rate and length selectcd for your application will determine how difficult
they will be to install.
Adjust the spring scat up until the spring is slightly compressed. This ensures that the spring cap, spring and spring seat
washer remain in place and aligned. Make sure that the spring cap is aligned properly under the upper bearing mount.
For poly bushing mounted shocks, insert the proper bushings into your poly mount and repeat for the other assembly,
For bearing mounted shocks, test fit the bearings in both ends of the shock - bearings may move easier on one side than the
other. Assemble by inserting the bearing in a twisting motion. Install snap rings on both sides of the bearing. In some cases
it may be necessary to press the bearings into the mount. Repeat for the other assembly.
Bolt both assemblies onto the car. Place the car on the ground and check the shock ride height measurements. Shock ride
height is the distance from the center of the top mounting loop to the center of the bottom mounting loop. Make sure that
the measurement
is taken with the car weighted as it would be race ready. Compare this measurement to the recommended
ride height listed for your part number in the chart above. Raise or lower the spring seat to obtain the required ride height.
If you have selected the proper spring rate, your spring seat should be approximately
in the center to 1/3 from the bottom of
the threaded area of the shock. If the spring seat is at either the extreme top or bottom of the threads, the purchase of a softer
or stiffer spring may be required. Now spin the jam nut up to the bottom of the spring seat and lock them together.
If the car sits higher or lower than desired. unbolt the adiustable shock mount brackets and move the car up or down to get
the car ride height you are looking to achieve.
See back page for diagrams and technical assistance.
-
STAR*/
•PROMA
ULTRA RIDE*e VALVING ADJUSTMENT•
QAl shocks have 12 damping settings (24 settings for double adjustables).
Them are 4 clicks per revolution of the knob (8
for double adjustables).
The knob has 3 complete revolutions.
The knob set fully counter clockwise is the softest setting
start your adjusting from that point. Recommended base settings to begin testing with are as follows:
Star*
•
rear drag racing shocks, 3-5 clicks for foot brake and 4-7 clicks for trans brake racing;
For Proma
Star* front
.
For Proma
shocks. 0-3 clicks for foot brake and 2-5 clicks for trans brake racing; and,
Ridc*
•
For Ultra
shocks, 2-5 clicks for the front, and 3-6 clicks for the rear.
-
NOTE: DO NOT FORCE THE ADJUSTER KNOB. DO NOT USE PLIERS OR ANY OTHER TOOLS ON THE
PISTON ROD OR THE ADJUSTER KNOB. DO NOT EXCEED 12 CLICKS UNDER ANY CIRCUMSTANCES (24
CLICKS FOR DOUBLE ADJUSTABLES).
THIS COULD DAMAGE THE IDLER PIN AND CAUSE THE SHOCK
NOT TO ADJUST. THIS WILL VOID ALL WARRANTIES.
DO NOT USE THE SHOCK ABSORBER AS A DROOP
LIMITER. SEVERE DAMAGE TO THE SHOCK COULD OCCUR AND VOID ALL WARRANTIES.
2
Rev. 08/08/05
•
INSTRUCTIONS•
STOCKER STAR*/ STOCKER
STAR*"R"
See the back page for diagrams and technical
FRONT
•
•
•
.
.
e
•
SERIES•INSTRUCTIONS•
assistance.
SHOCKS.
bumpers (control arm & frame) are in
Before installing your new Stocker Stars", make sure that the original compression
place and in good condition. [f they have been removed or damaged they must be replaced before you continue with this
installation. If the shocks are installed without the factory bumpers or equivalent, damage to the shocks may result
and will void all warranties.
Begin by checking to see if the Stocker Star wm fit through the lower control arm without modification. OM recommends
dropping the control arm to install the shock to avoid modifying the control arm. This requires separating the ball joint stud
from the spindle.
See your car's owner's manual for proper jacking locations and shock/spring removal techniques. Death or serious
injury can result if instructions are not correctly followed.
Start by jacking the car up with a floor jack under the lower control arm the car should be high enough to put a jack stand
under the chassis. Rcmove the existing shock. With the floor jack under the control arm, remove the cotter pin from the
lower ball joint, then loosen the nut on the ball joint.
The floor jack should be positioned so it will not slip offthe control arm. Split the ball joint with a tie rod wedge and slowly
lower the jack. Slowly, CAREFULLY, Ict the A-arm assembly down until the spring is free and can be removed,
Star*. put the t-bar end of the shock through the hole in the control arm and install the 2 bolts on
To install the Stocker
the tbar do not lighten fully at this point. Slide the coil spring over the shock and align the bottom properly in the control arm.
Move assembly up into the spring pocket in the frame. Align the spring up in the spring bucket and align the upper shock
mount.
Slowly jack the control arm up making sure not to bind the shock as the spring is compressed. lnsert ball joint stud
imo spindle and reinstall the nut. Torque the ball joint stud to the factorv spets and reinsert the cotter pin. Next, tighten the
two shock bolts in the control arm.
Check the ride height ofthe shocks and make sure there is adequate travel in both directions. Repeat the complete
If the ride height is
procedure for the other side. A good rule of thumb 60% of the stroke should be used for compression.
not correct, damage may result and will not be covered under warranty.
REAR SHOCKS:
See your car's owner's manual for proper jacking locations and shock/spring removal techniques. Death or serious
injury can result if instructions are not correctly followed.
•
Begin by jacking the rear of the car up with a suitable floor jack. Place jack stands under the frame before continuing.
Remove the old pair of shocks using the floor jack to support the rear end housing. Retain the hardware as it may be used
for reinstallation.
•
Start the reinstallation by mounting the upper portion first. Depending on the application there should be littic or no
modifications necessary. Next, mount the lower portion of the shock to the rear end housing. Again there should be little or
no modifications necessary.
.
After a quick double check of the mounting hardware, making sure everything is secure, jack the rear end housing back up
into the chassis, if the rear end housing has been lowered far enough to release the springs, make sure they are realigned as
the housing is jacked back into place.
.
Set car back on the ground,
.
Because of deviations in ride heights from the factory specs, check to make sure that there is sufficient travel for both
extension and compression in the shoek. A good rule of thumb is that 60% of the stroke should be available for
compression. If the ride height is not correct, damage may result and will not be covered under warranty.
•
•STOCKER
•
STAR*/ STOCKER
STAR*"R"
SERIES• VALVING ADJUSTMENT
e
There are 4 clicks per revolution of the knob
Stocker Stars have 12 damping settings (24 settings for double adjustables).
The knob has 3 complete revolutions. The knob set filily counter clockwise is the softest
(8 clicks for double adjustables).
12th
click (24 for double adjustables)
or 3 revolutions
start your adjusting from that point. Do not adjust past the
setting
from the softest setting.
The correct valve setting for your application is up to you. There are too many variables to recommend a specific setting for
each type of vehicle.
-
•
NOTE: DO NOT FORCE THE ADJUSTER KNOB. DO NOT USE PLIERSOR ANY OTHER TOOLSON
THE PISTON ROD OR THE ADJUSTER KNOB. DO NOT EXCEED 12 CLICKS UNDER ANY
(24 CLICKS FOR DOUBLE ADJUSTABLES).
CIRCUMSTANCES
THIS COULD DAMAGE THE IDLER
PIN AND CAUSE THE SHOCK NOT TO ADJUST. THIS WILL VOID ALL WARRANTIES.
3
Rev. 08/08/05
TECHNICAL ASSISTANCE DIAGRAMS& CHARTS
Spring hardware
assembly order
Spring Cap
..
*M
Spring Free Length
Spring Seat Washer
Spring Seat
nrir,rrrir-h
...
,a
..
(shoulder up)
Spring Seat Jam Nut
CL
*
(shoulder up)
Proper measurement of shock lengths.extended, compressed and shock ride height are taken from the
of the top shock mount to the center of the bottom shock mount.
For proper measurement of other style shock mountings, see diagram below.
M
center
•
Compressed and extended lengths
measured from the center of loop(s)
and/or shaft shoulder and/or stud
shoulder.
If measurmg from mounting surface to
mounting surface, deduct 5/8" for each
mounting surface to allow for the
--
----------------
----------------
-
--
bushings.
•QA I shocks have 12 damping settings (24 for double adjustables),
There are 4 clicks per revolution of the knob (8 elicks
for double adjustables). The knob has 3 completc revolutions.
The knob set fully counter clockwise is the sollest setting
(24*click
start your adjusting from that point. Do not adjust past the 12 click
for double adjustables) or 3 revolutions from
-
the softest setting.
NOTE: DO NOT FORCE THE ADJUSTER KNOB. DO NOT USE PLIERS OR ANY OTHER TOOLS ON THE
(24 CLICKS FOR
ADJUSTER KNOB. DO NOT EXCEED 11 CLICKS UNDER ANY CIRCUMSTANCES
ÐOUBLE ADJUSTABLES).
THIS COULD DAMAGE THE IDLER PIN AND CAUSE THE SHOCK NOT TO
ADJUST. THIS WILL VOID ALL WARRANTIES.
•MAINTENANCE
FOR POLISHED ULTRA RIDE*/ ALUMA MATIC*SHOCKS•
To maintain a mirror finish on your polished shocks, gently apply billet polish to a clean micro-fiber towel and rub it onto the
shock body until black residue appears.
Buff off the residue with a clean micro-tiber towel. It is normal for new shocks to
need buffing due to shifting of the shocks during shipping.
4
Doc #780-65531
Shark Bite Front Coil Over Suspension
Supplemental Instructions
The installation instructions included in the shocks are designed for a standard
coil over installation. The Shark Bite front coil over suspension system is
slightly different. We want to emphasize the following details when installing
this kit:
1) The cross shaft attaches to the top of the nuts on the lower control arm.
DO NOT CHISEL THESE NUTS OFF (see Fig A).
2) The springs that we include with the Shark Bite front coil over kit are
NOT supposed to be tapered. Please note we use an aluminum spring
adapter that the coil spring sets on top of (see Fig B).
3) The part number on the bearing kit you received may be different than
the one mentioned in the QA1 instructions. This is normal.
4) The following diagrams (Fig A & B) will help you with the installation:
Fig A:
Fig B: