1698 Midwest Blvd, Indianapolis, IN 46214

www.advancedracing.net

317.271.7100

Quarter Midget Catalog

5500 SERIES QUARTER MIDGET SHOCK

The Advanced Racing Suspensions quarter midget shock continues to be the dominate shock in Quarter Midget Racing. For years this shock has won more races than any other shock throughout the country. Now with the 2014 update, we have made it more dominant than before. This update will allow the car to deliver quicker, more consistent lap times.

The 2014 update is available on all past ARS quarter midget shocks and is the standard on all new shocks. This update will not change your standard dampening valves. For example, the #4 shock has the same dampening at 3 inches per second. We have just made the dampening curve smoother below and above 3 i.p.s. This provides for a quicker response through the shock transitions.

This update will be easy to identify. The numbers “2014” will be stamped on the closure nut with the valving of the shock. This update is available on all quarter midget shocks with or without air valves. A new bronze bushing will be installed in your closure nut for more support and better sealing. The update includes new seals, o-rings, shims and oil just like all rebuilds.

We are continuously working to provide the best quarter midget shock available. The combination of a base valve design, which allows for very low rod pressure, and a check

valve make the ARS quarter midget shock superior. This shock provides dampening unequaled to any shock in the quarter midget market. The rougher the race track, the bigger advantage you will have with the ARS 5500 series shock over the competition.

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QUARTER MIDGET ON ASPHALTLeft Front Right Front

#3 valving (baseline recommendation) #3 valvingOptions

Left Rear Right Rear

#3 valving (baseline recommendation) #3 valvingOptions

#4/3 (4 rebound / 3 compression)Frees the chassis up throughout the corner for tracks with a lot of grip.

#3R (same as 1 rebound / 3 compression)Tightens chassis up throughout the corner to create more side-bite than #3 valving.

#4/3 (4 rebound / 3 compression) Frees chassis up on corner entry and tightens chassis up on corner exit over the #3 valving.

#2/3 (2 rebound / 3 compression)Allows weight to transfer to right front corner and makes front end turn more positive.

#4 (4 rebound / 4 compression)Tightens chassis up on corner entry, but will turn better on corner exit than #3 valving.

#4/3 (4 rebound / 3 compression)Frees the chassis up on corner entry and turns better on corner exit than #3 valving. (For flat or slow tracks.)

#3/4 (3 rebound / 4 compression)Tightens the chassis slightly more throughout the corner than #3 valving. (Great for high banked tracks.)

#4 (4 rebound / 4 compression)Frees chassis up on corner entry, and tightens chassis on corner exit over the #3 valving.

#4/3 (4 rebound / 3 compression)Tightens chassis throughout corner. Recommended for a track that is rough or has poor grip.

#3R (same as 1 rebound / 3 compression)Frees the chassis up throughout the corner over a #3 valving.

#4R (same as 1 rebound / 4 compression)Frees the chassis up substantially throughout the corner. Great for tight (locked down) race tracks.

QUARTER MIDGET ON ASPHALTLeft Front Right Front

#4 valving (baseline recommendation) #4 valvingOptions

Left Rear Right Rear

#4 valving (baseline recommendation) #4 valvingOptions

#5/4 (5 rebound / 4 compression)Frees the chassis up throughout the corner for tracks with a lot of grip.

#3 (3 rebound / 3 compression)Tightens chassis up throughout the corner to create more side-bite than #4 valving.

#5/4 (5 rebound / 4 compression)Frees chassis up on corner entry and tightens chassis up on corner exit over the #4 valving.

#4/5 (4 rebound / 5 compression)Allows weight to transfer to right front corner and make front end turn more positive.

#3/5 (3 rebound / 5 compression)Tightens the chassis more on corner entry than #4 valving. Good on high bank tracks to transfer weight off R.F. in heavy classes.

#5R (same as 1 rebound / 5 compression)Frees the chassis up substantially throughout the corner. Great for tight (locked down) race tracks.

#3/5 (3 rebound / 5 compression)Frees chassis up in the middle to exit off corner over #4 valving.

QUARTER MIDGET ON DIRTLeft Front Right Front

#3 valving (baseline recommendation) #3 valvingOptions

Left Rear Right Rear

#3 valving (baseline recommendation) #3 valvingOptions

#4 (4 rebound / 4 compression)Tightens chassis up throughout the corner to create more side-bite than #3 valving.Great for lighter drivers to create side-bite.

#3R (same as 1 rebound / 3 compression)Tightens chassis up throughout the corner to create more side-bite than #3 valving.

#2/3 (2 rebound / 3 compression)Tightens chassis up on corner entry to create more side-bite than #3 valving.

#4R (same as 1 rebound / 4 compression)Tightens chassis up on corner entry, but will free chassis on corner exit more than #3 valving.

#4/3 (4 rebound / 3 compression)Turns better in middle and exit of corner (frees up on exit) than a #3 valving.

#4 (4 rebound / 4 compression)Tightens chassis more on the corner entry than #3 valving, but will make chassis free on corner exit.

#4/3 (4 rebound / 3 compression)Tightens the chassis up throughout the corner over a #3 valving.

Shock Numbering System Examples: Part Number Rebound Valving Comp. Valving Description 5503 #3 #3 Standard length shock5503R #1 #3 Std. length with soft rebound5504R #1 #4 Std. length with soft rebound5504RAV #1 #4 Soft rebound shock with air valve5504/3 #4 #3 Standard length shock5504/3E #4 #3 Std. shock with extended eye5504S #4 #4 Shorty length shock5505AV #5 #5 Std. length shock with air valve5505RAV #1 #5 Soft rebound shock with air valve5505/4 #5 #4 Standard length shock Suffix Expanded: AV = Shock has air valve to change gas pressure in shock E = Shock has extended shock eye that is 3/4” longer than standard eye R = Shock has soft rebound valving (#1) with standard compression valving S = Shock has shorter body, shaft, and eye

Extended shock eyes can be installed on any length shock. The short shock eyes can not be installed on a standard length shaft. The standard length shock with a short eye will bottom out internally instead of externally causing damage to the shock.

317.271.7100

#5511adjusting nut with

locking bolt

#55125maximum clearance

adjusting nut

#5510flat style coil-over kit

#55105flat style coil-over kit

#55095cone style coil-over kit

#5533air valve for shock body

#40887gas gauge for air valve

#5509cone style coil-over kit

#55120shock oil1 quart

#55135/16” tapered

bushing

#5514cone stylespring seat

(top & bottom view)

#5515flat style

spring seat(top & bottom view)

#5516standard eyewith bearing

#55162short eye

with bearing

#5521extended eyewith bearing

#5520shock shafts

#55202shorty shock

shafts

#55993spanner wrench for closure nut

317.271.7100

The #5510 is the stan-dard coil-over kit. This c/o kit has a flat style spring seat.

The #55105 coil-over kit has a flat style spring seat with maximum clearance adjusting nut. This nut requires a wire tie (Ty-Rap™) to lock through the slots.

The #55095 coil-over kit uses the cone style spring seat with the maximum clearance adjusting nut. This nut requires a wire tie (Ty-Rap™) to lock through the slots.

The #5509 kit uses a cone style spring seat. The cone spring seat creates more clearance around shock eye, but moves the spring up on the shock 3/8 of an inch.

#5524CL nut assembly

#55994bleeding bell

#55987bushing removal tool

SPRINGS Advanced Racing Suspensions has designed a complete line of quarter midget springs that are not only very accurate in spring rate but are also consistent in free length. Even more important, the ARS line of springs have a very constant spring frequency through the complete range of springs from 70 to 170 pounds. The entire line of

springs has the same number of coil winds within 1/2 of a turn. This creates a constant spring frequency when changing from one spring to another spring. Many inferior coil spring manufacturers use the same coil diameter in 4 sequential rates (ex. 105-120) and just vary the number of coil winds. This system does change the spring rate, but creates a very inconsistent response in spring change.

The complete line of coil springs was designed to be as light as possible and still provide a smooth response through the irregularity in the race track. Some coil spring manufacturers build their springs lighter with short lengths or few coil winds. This creates a very abrupt frequency that does not let the tire follow the surface of the race track. Coil springs are essentially a torsion bar wound into a cylinder shape. Coil springs with a small number of coils are the same as a short torsion bar. Racers learned years ago that cars with short torsion bars will hop across the bumps. The rougher the race track, the bigger the advantage in using ARS springs over the competition.

The gloss black powder coated springs are manufactured from the highest quality chrome silicone material and shot peened and preset to ensure the springs accuracy. The ARS coil-over springs are available in the following rates:

5” long x 1 5/8” I.D. springs

5 x 0705 x 0805 x 0855 x 0905 x 0955 x 1005 x 1055 x 1105 x 115

5 x 1205 x 1255 x 1305 x 1355 x 1405 x 1455 x 1505 x 1605 x 170

The 1” tall conical spring provides a progressive spring rate for the quarter midget chassis. The spring fits over the shaft of the shock and works in conjunction with the main 1 5/8” I.D. spring on the shock. The compromise of choosing the soft spring rate for corner entry and exit with the need for a stiffer rate to rotate the center of the corner is over! Now, with the combination of the two springs working together, you can create the best of both spring rates.

When using the dual spring combination on the right rear corner of the chassis, a soft spring rate is created causing grip on corner entry and forward bite on corner exit. The progressive spring allows you to establish another rate for the middle of the corner when the right rear is heavily loaded. This spring combination is ideal for a chassis that is free on corner entry and exit, but is tight in the middle of the corner.

The progressive spring is an advantage for the right front corner on fast, high banked tracks especially in heavier classes. When chassis have a tendency to be loaded up hard in the center of the corner and scrub off speed, the progressive spring will allow you to prevent pinning the right front suspension in the middle of the corner.

Progressive Spring Chart

Spring Travel 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9

Spring Pressure 2# 5# 9# 13# 18# 24# 33# 46# 64#

PROGRESSIVE SPRING FOR QUARTER MIDGETS

#55319Progressive Spring Kit

QUARTER MIDGET TUNE SHEET

Options to correct a loose rear end condition. (Oversteer) Shock adjustments Chassis adjustments

Loose on CORNER ENTRY:1) Increase compression in front shocks 1) Reduce rear tire stagger 2) Reduce rebound in L.R. shock 2) Move R.R. tire in on axle3) Reduce rebound in L.F. shock 3) Increase front spring rate4) Reduce compression in R.R. shock 4) Raise front panhard bar5) Reduce pressure in rear shocks 5) Reduce rear spring rate 6) Extend front axle widthLoose in MIDDLE OF CORNER:

1) Increase compression in front shocks 1) Reduce rear tire stagger2) Reduce compression in R.R. rear shock 2) Move R.R. tire in on axle3) Reduce rebound in L.F. shock 3) Increase front spring rate4) Reduce rebound in R.F. shock 4) Reduce R.R. spring rate5) Reduce pressure in rear shocks 5) Raise front panhard bar 6) Lower rear panhard barLoose on CORNER EXIT:

1) Reduce compression in R.R. shock 1) Reduce rear tire stagger2) Increase rebound in L.R. shock 2) Move R.R. tire in on axle3) Reduce rebound in front shocks 3) Reduce R.R. spring rate4) Reduce pressure in R.R. shock 4) Increase L.R. spring rate 5) Increase cross weight in chassis 6) Lower rear panhard bar When tuning your racecar chassis always address corner entry problems first, and then middle turn, and finally corner exit conditions. Adjusting the chassis for entry may affect the chassis balance at the middle, and corner exit. Always consider chassis tuning effects throughout each segment of the corner.

A loose corner exit problem may be amplified by a tight middle of corner problem that must be corrected first.

Options to correct a front end push condition. (Understeer) Shock adjustments Chassis adjustments

Tight on CORNER ENTRY:1) Increase rebound in L.R shock 1) Increase rear tire stagger2) Increase compression in R.R. shocks 2) Move R.R. tire out on axle3) Increase rebound in front shocks 3) Reduce front spring rate4) Reduce compression in front shocks 4) Lower front panhard bar 5) Narrow R.F. wheel offset Tight in MIDDLE OF CORNER:1) Increase compression in R.R. shocks 1) Increase rear tire stagger2) Increase rebound in front shocks 2) Move R.R. tire out on axle3) Reduce compression in front shocks 3) Reduce front spring rate4) Increase pressure in R.R. shock 4) Increase R.R. spring rate 5) Reduce cross weight in chassis 6) Lower front panhard bar 7) Narrow R.F. wheel offset Tight on CORNER EXIT:1) Reduce rebound in L.R shock 1) Increase rear tire stagger2) Increase compression in R.R. shock 2) Move R.R. tire out on axle3) Increase rebound in front shocks 3) Increase R.R. spring rate4) Increase pressure in R.R. shock 4) Reduce L.R. spring rate 5) Reduce cross weight in chassis 6) Raise rear panhard bar

A loose corner exit problem may be amplified by a tight middle of corner problem that must be corrected first.

ADVANCED RACING SUSPENSIONS5500 SERIES QUARTER MIDGET1

2

3

4

5

6

7

8

910

1011

1213

14

15

16

1312

1110

23

2221

17 19 18 2320

24

25

26

28

27

POPPET FACE SEALSOFF HOLE IN WASHERON REBOUNDBLEED PLATE

CHANGES BLEEDON BOTH

REBOUND AND COMPRESSION

AIR VALVE OPTIONAL

THE COMPRESSION SIDE OFTHE PISTON WILL HAVE 1 TO 4BLEEDING HOLES. THIS EXAMPLE HAS ONE HOLE

THIS SIDE HAS .020" TO .154"BLEED DRILLED INTERNALLY.THIS HOLE SIZE CHANGESCOMPRESSION BLEED ONLY

THIS SIDE HASO-RING GROOVE,

THIS SIDE DOES NOTHAVE A POPPET

OR SPRING

NOTE:- #11 AND #12 ARE "A" AND "B" SHIMS. REFER TO VALVING CODE FOR THEIR QUANTITY- #13 REPRESENTS THE NECESSARY SPACING SHIMS TO GET THE DESIRED SHIM STACK PRELOAD OR OFFSET AS SHOWN ON THE VALVING CODE

REBOUND SIDE HAS MORE OFFSETTHAN THE COMPRESSION SIDE

31

29

30

2014 VERSIONITEM ARS# DESCRIPTION

1 5516Eye with Bearing and Retaining Ring. Options: 5521-.750" Longer, 55162-Short Eye for 2.3" Stroke

2 5522 Jam Nut

3 5520 Shaft, Standard Length-2.8" Stroke Option: 55202-2.3" Stroke

4 5529 O-Ring, Movement Indicator

5 5527 Shaft Wiper

6 5523Closure Nut-Bare-Without Seal, Bushing, Wiper or Seal Screw. Option: 5524 Closure Nut-complete

7 5526Shaft Seal-Standard-Tan Color. Option: 55262-Soft Durometer-Blue Color

8 5528 Shaft Bushing

9 5540 Piston Stop Washer

10 5560 Spacer Piston .020" thick

11 5554 "B" Shim(s)

12 5550 "A" Shim(s)

13 5561-5565 .001", .002", .003", .005" Preload Shims

14 55460-55475 Piston

15 5549 O-Ring, Piston to Glyde Ring

16 5548 Glyde Ring

17 55820-55823 Check Valve Housing .020" to .154" Bleed Compression

18 5584 Poppet

19 55852 Spring

20 55856 Washer

21 55850 O-Ring, Check Valve

22 55860-55869 Bleed Plate .020" to .140"

23 55854 Internal Snap Ring, Check Valve

24 Assembly 5538

Body with: Base Valve, Floating Piston and End Cap Installed. Option: 55385-Body Assembly with Air Valve installed

25 5533 Air Valve, Optional

26 55332 O-Ring, Air Valve

27 5532 O-Ring, Closure Nut to Body

28 5525 Seal Screw, Closure Nut

29 5518 Bearing

30 5519 Spiral Retaining Ring

31 5517 O-Ring, Spring Cup