JRZ 11 33 Double adjustable

  • Features
  • FAQ

What is the difference between the 11.31, 11.32 and 11.33

The 11.31 has a 22 [mm] strut shaft.

The 11.32 has a larger strut shaft.

The 11.33 is an upsidedown strut construction.

What 11 series should I choose

This depends on the application, when the car is subjected to high side loads upgrading to a larger shaft is recommended. Contact us or a dealer if you need help choosing.

What is the difference between 11.3x range and the 11.5x range

The 11.5x is featured with our 50-DA shaft, this allows you to adjust the compression and rebound damping only on the shaft which causes very low hysteresis.

The 11.3x is featured with our regular motorsport shaft with rebound adjustment on the shaft and compression adjustment on the reservoir.

JRZ 11 33

  • Rebound adjustment independent from compression
  • Fully useable adjustment range
  • Fine yet noticeable change per click
  • 14 clicks compression
  • 24 clicks rebound
  • High volume canister
  • Adjustable gas pressure
  • Upside Down strut
  • Highest flow rate to piston
  • Lightest construction
  • The classic JRZ design

OPTIONAL FEATURES

 

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THE 11 33 MOTORSPORT DAMPER

Improve your McPherson damper by upgrading to our UPSIDE DOWN McPherson struts. This is our strongest and stiffest strut construction.

The upside down McPherson strut applications are being used when extreme conditions are being expected. These conditions can occur for example during Rally racing. The upside down struts are designed to work with very high side loads and peak forces which are seen when the car makes jumps.

Compression

Control of the unsprung mass is achieved with our blow off valve. The compression adjustment sets the blow of force of the damper, allowing for harshness to be separated from control. Blow off damping settles the car on bumps, curbs, and maximizes grip while transitions and the balance are tuned.

Above is the compression adjustment range of a typical JRZ 11 series. The blow off system, innovated by JRZ, is seen moving the opening point of the valve up and down. The full range is useable and each step is a fine yet noticeable increment.

Control of unsprung mass

Control is achieved by using compression damping controlling the movement of the unsprung mass. By doing this the car will take kerb stones or road bumps extremely well and the car will not be unsettled with great control for the driver.

Minimized tyre wear

Using compression damping to control the unsprung mass will result in less tyre wear and better tyre temps. The unsprung mass will move according the tyre’s natural frequency. Using the compression damping the contact patch of the tyre to the road will be maximize

Rebound

Sprung mass is controlled with rebound damping, delivered smoothly by the 8060 motorsport piston. The 11 series rebound system and 8060 piston provides a linear damping characteristic with smooth pressure development independent of compression forces. This allows the damper to transition between rebound and compression efficiently, maximizing grip and reducing tire wear.

Above is a graph of the rebound adjustment range of a typical JRZ 11 series. It can be seen that the steps are even, the range is large and the curve is smooth. This allows the chassis to be tuned predictably, step by step.

Large adjustment range

Damping is available over a large adjustment range with fine tuning increments. Set up is easy to find and spring rates can be changed without having to revalve the damper

Adjustable gas pressure

The combination of the 25 mm shaft and the use of nitrogen pressure results in a lifting force created by the damper. This lifting force is available through the whole stroke of the damper and works together with the spring, The lifting force is not a springrate, but gives the car platform.