Shock Length, Eye to Eye Collapsed Extended
10? 16.3? 26.3?
12? 18.3? 30.3?
14? 20.3? 34.3?
16? 22.3? 38.3?
18? 24.3? 42.3?
Orders are typically shipped within 14 working days from receipt of order. All products are custom built to order, and as such delays are possible depending upon current order levels. Please allow approx. 1 week shipping transit time for the east coast.
All FOA products carry a Lifetime year warranty against defects
Below is a clean, proof-read version that tightens grammar and punctuation, unifies terminology, and improves flow. Feel free to tweak any brand-specific language or technical details.
2.0?Air Shock Release
After receiving requests over the years, we’ve finally released our 2.0?Air Shock. Air shocks are a niche product: they work incredibly well in certain applications and horrendously in others, so choosing the right shock for your setup is critical.
If your rig will be driven regularly on the street, we do not recommend an air shock. Because an air shock relies on air pressure and oil volume to set spring curve and rate, controlling body sway is far harder than on a coilover, where you simply adjust the transition collar. Likewise, if you plan to run at fast desert speeds, an air shock is not the right choice. The spring curve comes from oil level and nitrogen pressure, making the shock extremely sensitive to heat.
Motorcycle manufacturers tried air forks and abandoned them for a similar reason: they’re easy to tune for a short moto, but as temperature rises the fork becomes soft and springy. A vehicle experiences the same problem. With coilovers, even if oil temperature climbs and you see valving fade, the steel springs still carry part of the load. When an air shock heats up, you get the same valving fade, but because the oil and air emulsify, the effect is more pronounced. As oil and nitrogen get hotter, the spring rate rises, rebound speed increases—and the hot oil prevents the rebound valving from keeping up—leaving the car soft and bouncy.
Which Rigs Are Right for Air Shocks?
Air shocks shine on vehicles with very light corner weights. The lightest coil springs commonly available are about 100?lb/in. Ultra-light rigs with large suspension travel often can’t reach the desired ride height with coilovers, even with light dual-rate or triple-rate setups. In these cases, an air shock can be set with a lower droop percentage yet a higher spring curve than a coilover, enhancing bottom-out resistance and “push-off” in the rocks. These rigs are typically slow-speed crawlers, so they don’t build much heat. The same applies to extremely light go-kart-style buggies—corner weights are so low that coilovers struggle to provide the correct ride.
Tuning Air Shocks
Air shocks are internally tunable just like coilovers: they use a conventional piston with separate compression and rebound shim stacks. Key points:
Tunable Element How It Affects the Shock
Base nitrogen pressure Sets ride height — higher pressure shows more shaft.
Oil volume Determines spring curve — more oil means less air volume, causing a larger pressure rise under compression, which stiffens the shock and speeds rebound.
Tuning order:
Set base pressure to achieve the correct ride height.
Dial in compression and rebound valving.
Adjust oil volume only if you still need a different spring curve. Too much oil can hydro-lock the shock and cause damage.
Air shocks have gained popularity because you don’t have to calculate spring rates, and that convenience is real. However, they are harder to tune for optimal performance. If you’re unsure which shock best suits your rig, contact us—we’ll help you decide.
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