JRZ 14 32 Quadruple adjustable

  • Features
  • FAQ

What is the difference between the 14.31, 14.32 and 14.33

The 14.31 has a 22 [mm] strut shaft.

The 14.32 has a larger strut shaft.

The 14.33 is an upsidedown strut construction.

What 14 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 14.3x range and the 14.5x range

The 14.5x is featured with our 50-DA shaft, this allows you to fully operate only on the shaft/ only on the reservoir or a combination. With this feature you can adjust the amount of hysteresis.

The 14.3x is featured with our regular motorsport shaft with rebound (high and low( adjustment on the shaft and compression (high and low) adjustment on the reservoir.

JRZ 14 32

  • Rebound adjustment independent from compression
  • Fully useable adjustment range
  • Fine yet noticeable change per click
  • 10 clicks low speed compression
  • 19 clicks high speed compression
  • 8 clicks low speed rebound
  • 16 clicks high speed rebound
  • Smooth, linear piston
  • Adjustable gas pressure
  • Larger shaft strut application
  • 16 mm shaft damper application
  • Highest flow rate to piston
  • Lightest construction
  • Ideal for lighter applications and aluminium body dampers
  • The classic JRZ design

OPTIONAL FEATURES

 

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THE 14 32 MOTORSPORT DAMPER

Improve your McPherson damper by upgrading to a larger diameter shaft. The larger shaft has a more rigid and stronger strut construction which benefits when side loads are applied. Side loads are applied when cornering, or braking.

MORE RESPONSIVE

With the larger shaft your JRZ has a large oil displacement so the damper creates damping forces at the smallest movements of the suspension.

The combination of the larger 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 spring rate, but gives the car platform. Upgrading to a larger piston rod benefits the lifting force.  

Compression

Control of the unsprung mass is achieved with our blow off valve. Steering balance and weight transfer rates are tuned with the low speed adjustment. The high speed compression adjustment sets the blow off velocity of the damper, allowing for harshness to be separated from control. Blow off damping settles the car on bumps, curbs, and maximizes grip. Low speed sets the speed at which the blow off valve opens allowing for fine tuning of balance and adjusting for surface conditions. 

Above is the compression adjustment range of a typical JRZ 14 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.

Above is the low speed compression adjustment range of a typical JRZ 14 series. The low speed adjustment, innovated by JRZ, is seen by the changing angle of the force line. The low speed adjustment is usable at every high speed click. 

Rebound

Sprung mass is controlled with rebound damping, delivered smoothly by the 8060 motorsport piston. The 14 series rebound system and 8060 piston provides a linear damping characteristic with smooth pressure development independent of compression forces. The addition of the low speed adjustment allows finer tuning of the sprung mass movement during weight transfer events. This allows the engineer to fine tune individual dynamic loads, maximizing traction and tire wear.

Above is a graph of the rebound adjustment range of a typical JRZ 14 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.

Above is the low speed compression adjustment range of a typical JRZ 14 series. The low speed adjustment, innovated by JRZ, is seen by the changing angle of the force line. The low speed adjustment is usable at every high speed click. 

Control of unsprung

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 maximized.

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 larger 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.