TRC has spent more than a year developing the brand new valve pistons to meet today’s very demanding track conditions.

Kit includes 2 pistons, washers, mounting system and locknut. Compatible with: Associated, Mugen, Tekno, Xray, Kyosho, SWORKz, Sparko, WIRC. 

Nowadays, every driver is facing many different track conditions from high grip astroturf, multi-surface, with oil or smooth and glued.
Key factor is to have the correct balance between compression and rebound damping in the shock absorbers.

What is compression and rebound damping?

Compression damping is the hydraulic resistance that’s created by the shock during down travel of the car (car down / wheels up). It is when your shock shaft goes into your shock cartridge, or when you lift the wheel.

Rebound damping does the same, but in the opposite direction (car goes up, shock shafts goes out, wheel go down towards the ground).

The main feature of the valve piston is that compression and rebound damping can be adjusted separately. So with the valve piston, compression can be harder than rebound or vice versa.

The TRC team is unanimous: it's a huge improvement in the behavior of your cars. The system was inspired by motocross.

With the TRC valve pistons, you will have 2 different options, either you use the valve on top of the piston, or underneath.

Valve underneath the piston: ( fig. A)

Less compression damping compared to rebound damping.

Slower rebound => more stability in high grip conditions.

Valve underneath the piston in the front of the car will absorbs the energy on steep jump faces. The car will bounce less on take-off and stay flatter.

Landing is more stable and especially when changing directions quickly, the car is more precise. The slower rebound reduces the 'jacking' effect on direction changes.

Valve underneath the piston in the rear shocks of the car will make the rear end a lot calmer in edgy high grip situations.

Valve on the top of the piston: (fig. B)

More compression damping compared to rebound damping.

Faster rebound => This generates more grip in bumpy and slippery conditions, as the wheel rebounds faster towards the ground.

Specifically in the front:

The weight will be moved more quickly from side to side: more mechanical grip at the wheels and more steering in low-grip conditions.

Specifically in the rear:

The car will stay higher in the suspension travel, allowing for a softer shock setting (and spring) to maximize its efficiency and grip.

Attention:

It is recommended to fully tighten the locknut. Recommended tightening torque =0.4Nm. The piston shouldn't spin on the shaft nor be compressed.

Here is the chart of team TRC setup configurations: