Nitrocharger

As the name suggests, the twin tube has a second internal tube inside the shock to separate oil and nitrogen gas. This is a proven technology that works very well, but has its limitations around oil volume and tuning capability due to the piston and overall internal volume being smaller due to having to house a second tube. A monotube shock absorber is a single body design, which utilises a floating piston at the top of the shock body to separate the oil and nitrogen gas. This allows a much larger amount of oil to be inside the shock absorber, which not only limits the shock fade, but also increases the overall size of the piston. This increase gives our engineers a huge scope for tuning, allowing us to tune your vehicle perfectly.

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.