Adjustable Inverted Sport Shocks For Chevrolet Corvettes - Shock Therapy

Next, we removed the two upper 13mm bolts that secured the shock to the chassis.

The old shock was compressed from the bottom and removed from the car.

We then secured the old shock and removed the 15mm nut that held the shock hat in place. This hat will be installed on to the new unit. The factory rubber bushing was also removed from the hat.

Next, we installed the supplied lower washer, poly bushing, and hat. These were secured by torquing the 15mm nut to 10 ft-lb.

Each shock is equipped with a 16-position rotary adjustment dial. Position 1 is full soft (counter clockwise to stop) and Position 16 is full hard (clockwise to stop). We began with Position 6 on the rear for street use.

With our adjustment dialed in, the new rear shock was installed

The top of the shock was secured with two 13mm bolts torqued to 22 ft-lb.

The lower control arm was then supported with a floor jack, allowing us to insert the lower shock bolt and nut. These were torqued to 107 ft-lb.

Next, we inserted the tie-rod end into the control arm and secured it with the 18mm nut. A prybar was placed between the rod and the arm, and the nut was torqued to 33 ft-lb. This process was repeated for the other rear shock.

Moving to the front, we removed the two lower 13mm shock-tower bolts from the control arm.

The 10mm nuts from the washer-fluid and coolant reservoirs were removed and set aside. This provided access to the 15mm nut that secured the top of the front shock to the chassis.

The old shock was compressed and removed from the car.

Next, we installed the supplied washer and poly bushing on the upper spindle of the shock.

The shock-adjustment dial was then turned counter clockwise to Position 1.

With that done, the shock was compressed to its lowest level and the adjustment dial turned clockwise to Position 16. This would hold the shock in its compressed position until installation was complete.

The front shock was then installed in the fully compressed position followed by the supplied poly bushing, washer, and 15mm nut.

The nut was torqued to 19 ft-lb, after which we reinstalled the coolant and washer-fluid reservoirs.

We then supported the lower control arm with a floor jack and secured the bottom of the shock to the arm with two 13mm bolts. These were torqued to 21 ft-lb.