Long travel A-arms
Herrmann Racing Long Travel A-arms w/ TCS Shocks |
The arms are made of 4130 chromoly and tig welded together. They are gusseted in known weak area’s to ensure maximum strength. The long travel arms have king pin’s instead of ball joints along with heim joints on the upper arms where they bolt to the frame. This combination allows you to adjust camber and castor and gives maximum travel with no chance of a binding. Brad claims 12+ inches of travel with these arms depending on the shock set-up. A quick glance at these a-arms and its obvious Brad put a lot of time into designing them. The unique design simply looks like they can handle any abuse you can throw at them!
Normally the arms come completely assembled and powder coated the color of your choice. We opted to have them sent unassembled with no coating so we could have them chromed. After receiving the arms we sent them to Pacific Plating in San Diego, CA. Talking to Steve Ruiz of Pacific Plating, we learned that chroming metal is no simple task. The process first involves an acid bath followed by 4 stages of buffing: Dry wheel, Grease wheel, Seisel wheel, and a color buff. After the metal is prepped it is again given an acid bath, then nickel plating is applied and then dipped in Chrome. Pacific plating also polished the stainless steel tie rods to a chrome like appearance. We were very happy with how these a-arms turned out!
Todd Davis at TCS sent us a set of his 19” Sag Control Series shocks. Todd has been in the shock business for over ten years. He was the “shock guy” for Race Tech for over eight years, where he developed a lot of skill and some different ideas. Wanting to put his ideas into practice, Todd struck a deal with CT Racing and in October 1998 he moved into a little shop in CT’s building. TCS did very well at CT, and eventually outgrew the space CT had available. Todd moved into bigger quarters in October 2000 and moved again to a larger facility last year in Lake Elsinore, CA.
So just what are Sag Control System shocks, and what makes them so good? This is a good question, and difficult to answer without getting too technical and confusing. Quad shocks are all “coil over” shocks, with springs on the outside, which push on the shock body at one end and on the shock shaft at the other end. At the end of the shock shaft inside the shock body is a piston. As the piston is moved up and down in the shock body oil moves through valves (holes) in the piston. These valves control how fast the oil can move through the piston, and this controls the dampening. SCS shocks are different from most shocks both in the way the springs work and in the way the valves work. Stock shocks have one spring. Most stock and aftermarket shocks have adjustable preload settings to change how much the spring is compressed, which allows you to set ride height and change the spring rate at the same time. Aftermarket shocks with multiple springs have collars, which slide on the shock body where the springs meet and allow the transfer of force from one spring to another while keeping the spring ends together. When one spring is compressed the next spring takes over. Usually most of the shock travel compresses one long spring, and when it’s fully compressed a second shorter and stiffer spring takes over. As this spring compresses, the collar slides up the shock body. On triple rate shocks a third spring takes over when the second spring is fully compressed. On SCS shocks, which come in both double and triple spring versions, the top spring is very soft and just serves to stretch the shock out when the wheels come off the ground. When the weight is on the quad this spring compresses. The sag of this spring is controlled by an aluminum spacer tube around the shock body which stops the sliding collar and transfers the load to the one or two main springs when the suspension is compressed to the selected ride height: Sag Control System. Changing the “preload” settings on an SCS shock will change the ride height but will not affect the spring rate.
This evaluation has been very long winded and we could go on much longer about the benefits of a wider front end with longer travel shocks. Dune and desert riding is just one small niche where these could make a night and day difference with your quads handling. What it all comes down to is being able to ‘Go faster, Safer’. When your 6th gear tapped you want the best equipment you can get to keep you riding and out of the hospital. The Herrmann Racing/TCS front end unequivocally meets this requirement!