Nitrocharger

Comme le suggère son nom, le double tube est doté d’un second tube à l’intérieur de l’amortisseur afin de séparer l’huile de l’azote gazeux. Il s’agit d’une technologie éprouvée qui fonctionne très bien, mais qui a ses limites en termes de volume d’huile et de capacités d’ajustement, car la présence d’un second tube réduit la taille du piston et restreint le volume intérieur global. Un amortisseur monotube est constitué d’une structure unique dotée d’un piston flottant au sommet du cylindre pour séparer l’huile de l’azote gazeux. Cela permet d’augmenter drastiquement la quantité d’huile à l’intérieur de l’amortisseur. Ainsi, non seulement la perte d’efficacité est limitée, mais la taille globale du piston s’en trouve accrue. Cette augmentation des dimensions donne à nos ingénieurs toute la latitude nécessaire pour régler parfaitement votre véhicule.

Old Man Emu’s Ride Control Engineers spent countless hours in design and testing to ensure Nitrocharger valving is precisely matched to an OME spring selection that is right for the accessories fitted to your vehicle, as well as your load requirements.

Testing is carried out both in the field with sophisticated data logging equipment, as well as inside the OME laboratory using shock dynamometers to ensure durability under all conditions. With Nitrocharger’s vehicle specific valving technology, owners will experience improvements in both ride control and comfort whether it be on or off road.

WHAT IS COMPRESSION AND REBOUND DAMPING?

Damping refers to the slowing of the shock absorber’s oscillation. This is controlled by a series of valves that slow the movement of the hydraulic fluid through the piston. Valving controls the movement of the pistons both during compression and rebound strokes.

WHAT EFFECT WILL THESE ADJUSTMENTS HAVE ON A VEHICLE?

Adjusting the compression valving has an effect on how comfortable or firm the suspension is when the suspension of the vehicle compresses. Too firm and the vehicle will feel every bump and ripple in the road surface as the shock tries to prevent the spring from freely compressing. Too soft and the ride will become more comfortable, however, more body roll can be felt when tackling corners and the vehicle may nose dive during braking, resulting in less control. The suspension may also easily bottom out on the bump stops.

Adjusting rebound valving effects the rate at which the shock allows the spring to return back to ride height once it has been compressed. Higher rate springs are used to maintain correct ride height when either accessories or greater constant loads are added to the vehicle. When these springs are compressed with greater load, the energy stored within the spring is also greater and requires extra damping control as it rebounds. Not enough rebound control may cause the shock absorber to top out, causing internal damage to the shock or allow the suspension to bounce numerous times after hitting an obstacle, resulting in less control of the vehicle.