Circle Track FAQs
Below are some frequently asked questions. Please visit our technical support page for installation guides and other support documents. Also, check out QA1's YouTube channel for tech, product and company videos!
- In the QA1 part numbers, which is first – compression or rebound?
- If I have a split rate shock such as 3-5 and I turn the shock 180 degrees, will the shock then be a 5-3?
- What is the difference between a monotube and twin tube shock?
- Can service parts be purchased from QA1?
- Can QA1 shocks be run upside down?
- What valving would I have to order so that the shock will be easily revalveable when I get it into my own hands?
- Is it really reasonable to revalve shocks between qualifying and running my heat or feature races?
- What can a driver do to keep the dirt and debris out of the shocks?
- Can I evaluate a shock by hand, or is a dyno required?
- Will QA1 assist me in determining which product to use for my application?
- The PTFE liner in my three piece rod ends always pounds out when I run my car on dirt, leaving the rod end loose. What can I do to avoid this?
- What maintenance do I need to performance on my rod ends to keep them operating properly?
- What rod end is best for my application?
In the QA1 part numbers, which is first – compression or rebound?
Compression first, then rebound.
If I have a split rate shock such as 3-5 and I turn the shock 180 degrees, will the shock then be a 5-3?
No, it makes no difference if the shock is mounted upright or upside down. The only way you can change your valving is through internally changing the deflective discs or otherwise physically adjusting the valving.
What is the difference between a monotube and twin tube shock?
Monotube shocks utilize a single tube cylinder, with the piston rod moving through it. With this design, the cylinder surrounding the piston rod is completely submerged with oil. At the base of the cylinder, a diving piston separates high pressure nitrogen gas from the oil. The small chamber of gas under the dividing piston keeps a positive pressure on the oil, forcing the piston rod to full extension.
A twin tube shock utilizes two tube cylinders. The outer tube is the body of the shock. The inner tube, also known as the compression tube, supports the piston assembly. Throughout the compression stroke, some oil is forced through the base valve out into the outer chamber. The gas bag is compressed through the compression stroke. During rebound, oil is replenished back into the compression tube from the outer chamber. This design can withstand some body damage and still function properly. This design is user friendly to rebuild, because there is not high gas pressure.
Can service parts be purchased from QA1?
Yes. Service parts for racer revalveable and rebuildable shocks are available at reasonable prices.
Can QA1 shocks be run upside down?
Yes. All QA1 circle track shocks, except for stock mount, can be run upside down, upright and at all angles in between.
What valving would I have to order so that the shock will be easily revalveable when I get it into my own hands?
With revalveable QA1 circle track shocks, you can purchase any of the valving codes and revalve them as you please with the QA1 Tuning Kit. The Tuning Kit allows you to change your valvings for both compression and rebound.
Is it really reasonable to revalve shocks between qualifying and running my heat or feature races?
You bet it is. Once you have revalved the shocks a couple of times you will have no problem changing you valving in 10 minutes or less.
What can a driver do to keep the dirt and debris out of the shocks?
Most QA1 shocks include a wiper to help prevent most dirt and debris from entering the shock. If needed, you can also purchase either a cloth cover that almost looks like a sock, or some accordion-style tubing and zip tie it to the shock right by each eyelet. These steps will further assist in keeping the dirt and other debris away from the piston rod.
Can I evaluate a shock by hand, or is a dyno required?
It is impossible to accurately evaluate a shock through stroking it by hand. The shocks perform much differently on a race car when the piston velocity is much quicker than they do when you are stroking them by hand. It is important to evaluate the shocks at low, medium and high piston velocities to have an indication of how the shocks will affect handling. Therefore, a dynometer is necessary for any evaluation.
Will QA1 assist me in determining which product to use for my application?
We are always glad to assist you in making your product selection. The QA1 technical support staff is very experienced and knowledgeable about QA1 products and their use. When requested, we will use information supplied by you to assist you in determining which QA1 product is best suited to your application. However, the final decision as to part selection and the correct installation and usage of the product is yours. Please call for assistance if a QA1 product does not appear to fit your application – there is always the possibility that another part will work better. Parts that have been installed, damaged, altered or forced in any way are not eligible for return.
The PTFE liner in my three piece rod ends always pounds out when I run my car on dirt, leaving the rod end loose. What can I do to avoid this?
PTFE "pounding out" on dirt applications is a common problem. It occurs because the PTFE fabric liner and the three piece design of these rod ends are not engineered to withstand the introduction of sand, dirt, etc. QA1 has addressed this problem with the Endura series rod ends, engineered specifically for racing applications. This series of rod ends includes a self-lubricating, maintenance-free PTFE/Nylon injection-molded liner, and is constructed in such a manner that it is nearly impossible for the liner to ever "pound out." These rod ends are offered in aluminum (over 10% lighter than traditional three-piece aluminum rod ends), carbon steel, heat-treated chromoly steel and chrome plated chromoly steel.
What maintenance do I need to performance on my rod ends to keep them operating properly?
Most rod ends are designed to be relatively maintenance-free. For metal-to-metal rod ends, a thin layer of grease applied occasionally to the ball will assist in extending the life of these products. Rod ends that are PTFE lined are self-lubricating and are designed to be relatively maintenance-free.
What rod end is best for my application?
With over 5,000 sizes, styles and materials in QA1 rod ends to choose from, QA1 offers a rod end for virtually every application. However, for nearly all performance racing applications, QA1 strongly recommends the Endura series rod ends. These rod ends are engineered specifically for the rigors of performance racing and are the only rod ends designed to withstand dirt, sand, grit and other debris that commonly come into contact with racing vehicles. The Endura series is self-lubricating, self-sealing and maintenance-free. These rod ends have all the advantages of metal-to-metal rod ends when encountering heavy shock loads, while also enjoying the advanced wear characteristics of three-piece rod ends. They are available in aluminum, heat-treated chromoly steel, polished chromoly steel and carbon steel. The QA1 aluminum Endura series rod ends are over 10% lighter than traditional three-piece aluminum units, and also have greater tensile strength due to increased cross-sectional thickness in the rod end body. If you need assistance with your particular application, please call the QA1 technical support line at 952.985.5675.