sorry, no shocks for sale. Every set up is a custom set up. Valving is a little different, spring rates can be different, 2 or 4 seater different. Weights of passengers different, type and weights and placement of cargo different.Hi Ed, will you have any shock setups with you for sale at Slash X on the 12th .
Thank you for the offer on the phone numbers. I’m okay with your explanation and would really like to know when your coming up next summer, if you come up next summer. Any heads up would be awesome this is something I really want to do.sorry, no trade in programs. If someone wants to sell off the Foxes for another brand shock set up? Then I can help try and sell them off for the owner? Or they can sell them. Its actually quite popular these days that owners are building their 64 inch DS cars to RS 72inch cars and need the 72 inch car Foxes. So the sales Are happening often.
3 of my king sets are going on brand new 2020 cars next week! we sold off the brand new Foxes very easily and quickly.
I will probably make some trips up your way next summer and have some suspension tuning and sharing events.
In the end result, the handing characteristics I aim for is the same, and the goal is to work the shocks to perform in the manor I’m aiming at, regardless of the shock brand or type. But each shock set will have a little bit of there own personality traits.
But I still control how the shock works by what gets done internally and externally to make it work the way I want it to for the customer.
Since the stock X3 shocks are Foxes, these shocks have got a ton of R&D and riding hours as these are the majority of X3 jobs I do.
My Foxes are easiest to quickly adjust from full Duner set
up with paddle tires, to full Dez set up with dirt tires.
yup! I have my valved and sprung x3 2 or 4 seat shocks working almost as good as they can in BOTH environments.
5 to 10 minutes of compression, rebound and rear crossovers adjustments to the suspension and the car is good to rip.
I can shoot you some names and numbers of customers if you like to converse in “private“ share with you their experience with the Foxes or Kings or Walker Evans shock set ups.
So I am getting back to this information I said I was going to leave as far as the Can-am x3 base model shock set up.I know there is some folks here that have x3 base models that haven't had much info for there base models but when Im done testing I will share what I have done and what my car is set up with accessories. I know its not your car style or may not even be your driving style but some info is better than none.
Ed, thanks again and I will be chatting soon.
Everyone that gets into these shocks will end up forming their own personal methods of tuning. There is not really a right or wrong. ( even tho some might think so) But the more a tuner works to understand how it ALL works together, then the easier it can become to give the suspension a wide spectrum or progression of work. This is the goal as i see it.Just curious on a statement. I see you that you say the x3 is overvalved. While I’ll agree with that regarding the rear shock I have found the opposite regarding to the front in most instances.
By no means am I an expert but I found what works for me is adding additional bypass ports lower on the front Shock you can utilize the bypasses to eat up the small chop. In return you can run a heavier stack to control the faster shaft speeds.
Also, this in regards to the x3 max and 300 lb rate springs.
Thanks for the response. I totally get the personal choices and preferences. I couldn’t even fathom the amount of combinations one may conjure up. I’ve literally had these ibp shocks apart over at least 60 times. I totally agree with you on the light switch reference. I’ve added quite a few shims to the front stack along with stiffening it up. If I can recall I think there is only .120 clearance to the rate plate in regards to the front. I added additional bypass ports in the shock to get a progressive transition into a stiffer stack. I current have three set of bypass tubes that I’ve experimented with. I really enjoy tinkering with these things and the knowledge that comes along with it. I can’t tell you how many hours of recording and analyzing video clips I got in.Everyone that gets into these shocks will end up forming their own personal methods of tuning. There is not really a right or wrong. ( even tho some might think so) But the more a tuner works to understand how it ALL works together, then the easier it can become to give the suspension a wide spectrum or progression of work. This is the goal as i see it.
Tuning can be easier if the driving needs are more simple over all. As driver experience is more advanced and or aggressive, would mean wider spectrum shock tuning for best handing results is needed. Tuning can also be limited to tuners driving and experience levels. Anyone can be suspension BOOK smart, but driving smart cannot be learned from books. Taking on suspension tuning can applauded of course! It’s fun and just another avenue of tinkering to better our UTV and bikes and cars.
For the starter x3 tuner,
Try not to focus on just the bipass tubes. The 4 seater has plenty of bipass ports, twice as many as the 2 seater, there is plenty of room to modify what is already there. Only a very small percent of fluid passes through these ports as compared to the overall majority of fluid that passes through the main valving and piston. This is what needs to be valved differently to achieve better shock function. If the bipass flows to much fluid, the car may end up soft and plush, but shock speeds will end up being much to fast to put on the breaks later and resist bottom out.
Ther compression adjuster is also valved over fIrm for recreational use.
The stock main valving is set to work for a very narrow spectrum of use. It works Similar to a light switch, the valve configuration is either open against the rate plate, or closed. Not much progressive action involved. The goal is to set up the shocks to work in a wide spectrum that works well soft to firm, and in many conditions and driving levels.
As far as spring rates, Both the 2 and 4 seaters really only need new front spring rates for best results. Both cars are under spring in the front. The rear rates are close, and depend on how the cars are loaded with people and or cargo and usage type to make the appropriate rate choices.