Understanding our shock dyno

Some manufacturers will send you a shock dyno report (at least the ones with something to be proud of) all you see are red and blue lines, but what does it mean!?

A shock dyno is one of the most important diagnostic and tuning tools in suspension development because it reveals how a shock absorber actually performs under load rather than relying on theoretical specifications or seat-of-the-pants impressions. By cycling the damper through a range of speeds and forces, the dyno produces force-versus-velocity curves that show the true damping characteristics—how much resistance the shock provides in both compression and rebound. This data highlights critical details such as consistency, internal friction, cavitation, heat fade, and whether the valving matches the intended application. For builders and tuners, it allows precise comparison between different setups, helps identify worn or failing shocks, and ensures that a suspension package delivers the ride quality, control, and handling balance it was designed for.

Here's what you are looking at when looking at our Spec-S Coilover dyno:

• Compression vs. Rebound Balance:
  The red lines (soft) are much softer compared to the blue lines (hard). At higher shaft velocities (right side of the graph), rebound force approaches -800 lbs while compression peaks around +200 lbs. This means the shock has significantly stronger rebound damping relative to compression. That kind of setup is common in comfort-oriented or OEM shocks to control spring extension without being overly harsh on impacts.

• Low-Speed Region (0–2 in/sec):
  There’s a noticeable “knee” at the start of the curves. In rebound, the force builds very quickly just off zero velocity—indicating strong low-speed control. This would make the car feel planted in transitions, cornering, and braking. Compression ramps more gently, so impacts and bumps aren’t transmitted as harshly.

• High-Speed Region (10–20 in/sec):
  At higher velocities, rebound force continues climbing aggressively while compression levels out. This suggests the valving is heavily biased toward controlling chassis motions rather than absorbing big bumps. 

• Symmetry and Consistency:
  The curves are smooth with no erratic drops or spikes, which is a good sign of consistent internal valving and no cavitation. The separation between compression and rebound is also very clear, showing defined damping characteristics.