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User Guide ORI DP3 Smart Strut Models: DP1708, DP1710, DP1712, DP1714, DP1716, DP1718, DP1720

ORI Struts Phone: 770-258-1554 Fax:

770-258-1555

Publication: DP1700M Rev. 15 www.oristruts.com

Page 1


Contents Page Specifications

3

Setup & Calibration

4

Vent Struts

5

Calibrate Hill Sensing

6

Charge Struts

7

Compression & Rebound Damping Adjustments

9

Rebound Damping Internal Calibration

10

Oil Fill Procedures

11

Bumpstop Stroke Adjustment

13

Soft Mode Spring Rate Tuning

14

Troubleshooting

15

Parts & Tools

20

Figure 1

Rebound Damping Internal Calibration

10

Figure 2

Piston Shaft Oil Fill

12

Figure 3

Complete Assembly

26

Figure 4

Upper Cap Assembly

27

Figure 5

Lower Cap Assembly

28

Figure 6A Piston Shaft Assembly

29

Figure 6B Piston Shaft Assembly Detail

30

Figure 7

Manifold Ring Assembly

31

Figure 8

Setup & Calibration Views

32

Factory Warranty & Return Policy

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33

Publication: DP1700M Rev. 15 www.oristruts.com

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Specifications The ORI DP3 Smart Strut is an off-road Dual Spring Rate Long Travel Nitrogen Strut utilizing pneumatic logic to command pressure differentials within the DP3’s twin gas cylinders to improve side hill and high-speed turn stability. The DP3 reacts to vehicle inclination and centrifugal force by changing between hard and soft spring rates, each strut operating independently of the others to provide just the right spring rate, a firmer support on the load side of the vehicle on side hills and hard turns yet a soft ride at all wheels on the level – all without the need for springs, external power or input signals. Model

Travel Mounting Piston Piston Distance Dia. Shaft Centers Diameter Full Ext.

Mounting Bolt Diameter

Oil Volume cc - oz

Total Weight Lbs. (wet)

DP1708

8‖

24.0‖

2.0‖

1.75‖

1/2‖ or 5/8‖

Procedure

14.8

DP1710

10‖

28.0‖

2.0‖

1.75‖

1/2‖ or 5/8‖

Procedure

16.3

DP1712

12‖

32.0‖

2.0‖

1.75‖

1/2‖ or 5/8‖

Procedure

18.0

DP1714

14‖

36.0‖

2.0‖

1.75‖

1/2‖ or 5/8‖

Procedure

19.2

DP1716

16‖

40.0‖

2.0‖

1.75‖

1/2‖ or 5/8‖

Procedure

20.8

DP1718

18‖

44.0‖

2.0‖

1.75‖

1/2‖ or 5/8‖

Procedure

22.4

DP1720

20‖

48.0‖

2.0‖

1.75‖

1/2‖ or 5/8‖

Procedure

23.8

Initial Gas Pressure at Full Strut Extension

35 psi Min.

The ORI website has a handy dynamic calculator to help you find the right initial gas charge pressure for your vehicle

600 psi Max.

Gas Type

Nitrogen

Mounting Angle from Vertical (leaning to right or left)

50º Max.

Oil Type

Anti-Foam Shock Oil

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Setup & Calibration Danger!

Never attempt to disassemble strut while it contains pressure. Vent internal pressure as outlined in step 3 prior to disassembly.

Warning!

ORI Struts are intended for off-road use only. Factory vehicle warranty and safety can be compromised if suspension is altered. ORI Struts provide maximum flexibility and articulation at slow speeds. For higher speeds and cornering, anti-sway bars should be used for added body roll stability.

REFERENCES: Refer to figures at end of guide while following procedure 1

PRE-CHECK

1.1

Left side strut is driver side. Right side strut is passenger side.

1.2

Prior to strut mounting ensure that right and left side struts will be mounted in their proper relative locations and orientation. 1.2.1

Cover 2 must face the rear of the vehicle for proper left/right operation. Exception: For front facing cover instructions in step 1.2.2 are reversed; i.e., dot in end of cam 10 will be in down position for right side strut.

1.2.2

(Figure 8) Either a letter ―R‖ or a letter ―L‖, stamped into the flange of cam 10, will be at the top position indicating right or left side operation. An off-center dot is also stamped into the end of cam 10, corresponding with the letter ―R‖, and is visible when cover 2 is removed. ―R‖ & ―L‖ are visible when bearing cap 4 and lobe 8 are removed. To change any strut to an opposite mode of operation, remove cam 10, rotate 180°, and then re-insert into opposite side of arm 20. You will need to re-calibrate hill-sensing.

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2

MOUNT STRUTS 2.1

Warning! Ensure all struts will fully extend and compress without binding at the upper and lower mounts! Damage caused by binding will void warranty! If a binding condition cannot be prevented prior to reaching full extension or compression, use limit straps and/or bump stops to limit strut travel to operate within a safe, unrestricted range.

2.2

Mount strut to vehicle at desired angle, 50Âş maximum from the vertical position leaning either to the right or to the left.

2.3

For compound mounting angles (strut leaning forward or backward as well as sideways) strut side hill sensing will be somewhat delayed, as more vehicle inclination is required to trigger internal valve reaction. It is best that lobe 8 swing clockwise and counter-clockwise on an axis parallel to the longitudinal axis of the vehicle as the vehicle rolls right to left.

2.4

If gross vehicle weight exceeds 6000 lbs., we suggest that you mount either additional struts or other suspension support.

3

VENT STRUTS 3.1

Carefully Vent Pressure From Struts According to Following Steps!

3.2

Rest vehicle on ground so that struts will collapse/compress when pressure is vented.

3.3

Remove filler valve cap from output valve of upper cap and from valve at Lower Mount.

3.4

With strut in upright position only, depress valve core in upper cap valve first. Vent very slowly to avoid losing oil. When piston shaft is at position with about 5‖ of chrome showing, stop venting. Only oil will vent at this point. Caution! Vehicle can drop suddenly when upper cap pressure is vented.

3.5

With strut in upright position only, depress valve core in lower mount.

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Caution! Pressure will be highest at the lower mount valve when piston shaft is extended. For safety, always vent the upper cap valve first so that piston shaft compresses completely into the strut body, then vent the valve at the lower mount.

3.6 4

Re-vent both upper and lower valves after shafts compress if needed.

CALIBRATE HILL SENSING (Lobe alignment) Warning! Pressure must be vented before proceeding

5

RAISE AND BLOCK VEHICLE TO REMOVE WEIGHT FROM SUSPENSION

6

LEVEL VEHICLE Level vehicle so that the struts can be calibrated for right and left operation. You can use a carpenter’s level for this step.

7

CALIBRATION 7.1

Remove Cover 2. Bearing Cap 4 and O-ring 3 do not need to be removed.

7.2

Insert a 1/8‖ diameter rod (or shank end of 1/8 drill) through Bearing Cap 4 and into recesses in Cam 10 and Cartridge 21. This will lock cam movement while tightening and loosening Lock Screw 7. You will need to rotate cam somewhat to align holes as you insert pin.

7.3

Loosen Lock Screw 7 so that Lobe 8 can be freely rotated on Cam 10. Failure to use lock pin while turning Lock Screw 7 can damage pilot valve assembly.

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7.4

Visually align Lobe 8 to Cam 10 by suspending a plumb bob (or weight at the end of a string) to pass through the centerlines of Cam 10 and the 1/16‖ diameter drilled hole in Lobe 8.

7.5

Tighten Lock Screw 7 being careful not to alter Lobe 8 alignment.

7.6

Remove lock pin and rotate Lobe 8 downward and inward toward vehicle center until you feel lobe stop. Centerlines of cam and 1/16‖ drilled hole in Lobe 8 should be vertically in line. If they are not aligned repeat steps 7.2 through 7.6, adjusting the lock position of the lobe until it rests vertically aligned with cam centerline with lock pin removed.

7.7

Hard & Soft Spring Rate Special Tuning

7.7.1

Strut switches to hard spring rate too quickly or easily: 7.7.1.1

Lock Lobe 8 so that it rests swung more in the outward

direction (away from center of vehicle) after lock pin is removed. 7.7.2

Strut switches to soft spring rate too quickly or does not switch to hard spring rate soon enough: 7.7.2.1

Lock Lobe 8 so that it rests swung more in the inward

direction (toward center of vehicle) after lock pin is removed. Further rotation in this direction will increase sensitivity to hills and hard turns but you run the risk of a harsh landing from a jump if the struts switch to hard spring mode while airborne.

7.8

Install O-ring 3 if it was removed previously. Apply oil to O-ring to prevent damage to O-ring during cover installation.

7.9

Install Cover 2 until it seats firmly against Bearing Cap 4. Tighten firmly with hand pressure, or wrench pressure only until a positive stop is felt.

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8

CHARGE STRUTS Important! Pressures between left and right side struts should be equal for level ride. Pressure can be adjusted between right and left side to compensate for uneven vehicle loading.

8.1

Rest vehicle on a level, flat surface.

8.2

Lower Mount Charge 8.2.1

First, vent all pressure from the Upper Cap Valve to lower vehicle until struts fully compress. Warning! It is not recommended that you vent or pressurize lower mount when piston shaft is extended. Pressure can reach 2000 psi at full extension, posing a potential safety hazard, and can damage your pressure gage if it is attached.

8.2.2

With piston shaft fully compressed, charge with nitrogen gas to approximately 100~200 psi pressure. Pressure in the piston shaft is essential for proper rebound damping operation, and helps prevent body roll and strut push-off, or unloading.

8.2.3

High Pressure: Maximum resistance to piston shaft extension, and ride will be stiff, but very stable.

8.2.4

Low or Zero Pressure: Piston shaft will fully extend easily, causing excessive body roll and poor rebound damping, but soft ride.

8.2.5

You will likely need to readjust pressure to achieve desired ride height, optimal strut operation and ride comfort.

8.2.6

Important: Oil volume in the piston shaft has a great effect on how the struts compress and extend. Ensure that oil volumes are equal for left and right side struts. See Oil Fill Procedure.

8.3

Upper Cap Charge Do this step after pressurizing the lower mount in previous step.

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8.3.1

Method 1: With vehicle weight resting on struts, charge the main cylinder through the Upper Cap Input Valves with nitrogen gas until the vehicle lifts to desired ride height. Bounce the vehicle several times to settle the suspension and recheck ride height.

8.3.2

Method 2: Lift vehicle off ground, allowing struts to fully extend. Measure exposed piston shaft at each wheel to ensure right and left side struts are at equal extension length. Charge Upper Cap Input Valves with nitrogen gas to desired pressure and lower vehicle to ground.

8.4

Record final pressures at upper caps and lower mounts for later reference.

Important! If your vehicle rides too soft, and sways or rolls excessively while cornering, increase gas pressure both at the upper cap valve and at the lower mount valve. The higher the charge, the more stable the vehicle will become, but this will also decrease your vehicle’s ability to flex and articulate easily.

8.5 9

REPEAT PROCEDURE FOR REMAINING STRUTS

COMPRESSION DAMPING ADJUSTMENT There are two methods to vary compression damping:

9.1

9.2

Adjust Compression Damping Screw 32 Clockwise (+) for slower compression, and Counter-Clockwise (-) for faster compression. Full clockwise adjustment until the screw stops will cut compression damping speed in half. Five turns counter-clockwise will fully open adjustment for fastest compression damping. Change viscosity of Compression Damping Oil 76 filled into main and outer cylinders. You will need to remove the strut from the vehicle, vent all pressure (see step 3), and Remove Upper cap 37. 5w to 10w non-foaming shock oil is recommended.

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10 REBOUND DAMPING ADJUSTMENT 10.1

7-Position Hydraulic Damping (Hydraulic damping affects piston shaft rebound rate for both hard and soft spring rate modes) 10.1.1

Adjust hydraulic rebound damping by turning Screw 46 in Lower Mount 50 to one of 7 positions.

10.1.2

Full clockwise (+) for maximum damping (slowest rebound)

10.1.3

Full counter-clockwise (-) for minimum damping (fastest rebound)

Note: Excessive rebound damping will cause struts to fade when driving fast over rough roads. Ride height will quickly lower and struts will bottom out.

11 REBOUND DAMPING INTERNAL CALIBRATION

11.1

With strut either on or off the vehicle, vent all pressure from strut while in the upright position.

11.2

Remove strut from vehicle.

11.3

Turn strut upside down and clamp piston shaft securely in protected soft jaws of vise.

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11.4

Unscrew and remove lower mount assembly from piston shaft.

11.5

Turn rebound damping screw full clockwise until it stops.

11.6

Insert a 0.008‖ feeler gage between sleeve cap and damper pin. Factory setting is 0.008” clearance. You may wish to change clearance for either a slower rebound damping adjustment range (less clearance) or a faster rebound damping adjustment range (greater clearance). Adjust calibration in 0.002” increments to achieve desired rebound damping adjustment range.

11.7

Loosen sleeve cap and jam nut and adjust nut positions until a slight drag is felt when sliding the feeler gage.

11.8

Securely tighten jam nut against sleeve cap and recheck clearance with same 0.008‖ feeler gage. Readjust position of jam nut and sleeve cap if necessary.

11.9

Return damping screw adjustment position to midway between full clockwise and full counter clockwise stop positions. Fine tune adjustment to desired position according to vehicle ride performance.

11.10 If piston shaft oil is lost during calibration, completely drain and refill piston shaft according to piston shaft oil fill procedure.

11.11 Reinstall strut to vehicle. 12

OIL FILL PROCEDURES (struts come from factory with oil) Stroke

Main Cyl. Oil (ml or cc)

Outer Cyl. Oil (ml or cc)

Piston Shaft Oil (ml or cc)

8

170

71

170

10

201

89

220

12

232

103

270

14

263

125

320

16

293

142

370

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12.1

18

324

157

420

20

355

174

470

22

386

185

520

24

417

207

570

26

448

221

620

28

479

231

670

30

510

249

720

Main & Outer Cylinders Oil Fill Main Cylinder: 5w Suspension Oil

12.1.1

Removed strut from vehicle.

12.1.2

Vent all pressure following procedure in step 3.

12.1.3

Remove Upper Cap 37.

12.1.4

Fill main Cylinder 74 to depth shown in chart.

12.1.5

Fill outer cylinder 75 to depth shown in chart. Oil level will be even with bottom of Return Tubes 72 in outer cylinder.

12.1.6

Reinstall Upper Cap 37. Tighten until you achieve metal-to-metal contact between Upper Cap and ringed outer shell.

12.2

Piston Shaft Oil Fill Piston Shaft: 20w Suspension Oil

12.2.1

Oil volume in the piston shaft has a great effect on how the struts compress, extend, and on the park position. Strut must be

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removed from vehicle, fully extended, and in upside-down position. 12.2.2

Vent pressure per step 3.

12.2.3

Clamp Piston Shaft so as not to nick or scratch chrome surface.

12.2.4

Unscrew and remove Lower Mount and rebound damper assembly.

12.2.5

Fill piston shaft with oil according to volume shown in chart.

12.2.6

With piston shaft still clamped, move strut body up and down a few inches to circulate oil inside strut. Movement will be very stiff.

12.2.7

Move strut body up as far as you can, compressing strut. You will notice the oil level drop inside the shaft.

12.2.8

Reinstall the Lower Mount and damper assembly. Tighten with wrench across Lower Mount flats. Hit wrench with steel hammer to secure threads.

12.2.9

There will be approximately a 1‖ air gap after Lower Mount 50 is fully inserted into the piston shaft.

12.2.10

Zero air gap will result in a hydraulic lock condition, preventing the piston shaft from extending. This is because there is no space for pressurized nitrogen to provide the counter air spring function.

12.2.11

Too much air gap, or loss of oil, will cause the piston shaft to push off, or unload. There will be no noticeable park position, and vehicle body roll will be excessive.

13 BUMPSTOP STROKE ADJUSTMENT Set initial oil level in main cylinder according to table in Oil Fill Procedure. You can add or remove oil to adjust the bumpstop stroke distance.

Functional Description: As the piston shaft approaches full compression, all nitrogen gas in the main cylinder is transferred to the outer cylinder and oil above Piston 66

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will be trapped between the piston and Upper Cap 37. This oil cushions end-ofstroke movement as it is forced to pass through relief ports in Upper Cap 37, thereby slowing piston shaft compression speed. Bumpstop oil vents to the outer cylinder where it is later scavenged back to the main cylinder via Return Tubes in the outer cylinder when the piston shaft extends. The last 1” of compression stroke is further dampened by the integral compression plunger, or hydraulic bump stop.

If insufficient oil is present at the end of the stroke the piston will contact metal-tometal with the upper cap.

14 SOFT MODE SPRING RATE TUNING 14.1

Remove strut from vehicle.

14.2

Vent all pressure as described in step 3.

14.3

With strut vertical, clamp piston shaft 65 into a vise with protected jaws so as not to damage finish. Aluminum or brass 1 3/4‖ diameter jaws or ―V‖ blocks will work. A nylon strap wrench can be used to grip the lower cap.

14.4

Unscrew and remove Upper Cap 37.

14.5

Increase or decrease Return Tube 72 length. A change in tube length will change the oil volume in the outer cylinder. 14.5.1

Added length will increase the air volume in the outer cylinder, resulting in a softer spring rate. Reduce oil level in outer cylinder equal to tube length added (refer to table in Oil Fill Procedure).

14.5.2

Less length will allow more oil to reside in the outer cylinder, thereby displacing the air volume with uncompressible oil, resulting in a harder spring rate. Increase oil level in outer cylinder equal to tube length removed (refer to table in Oil Fill Procedure).

14.6

Reinstall Upper Cap 37.

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TROUBLESHOOTING DANGER! Prior to performing maintenance on strut ensure that all pressure is vented. See Setup & Calibration Step 3.

1

1. Struts on downhill side run in soft mode spring rate when they should run in hard mode

2 3 4 5 6

2. Struts on uphill side run in hard mode spring rate when they should run in soft mode

1 2 3

Right and Left side struts are mounted on wrong sides of vehicle. 1.1 For R/H strut, check that off-center dot on end of cam 10 is in the upper position when cover 2 is removed. 1.2 For L/H strut, check that off-center dot on end of cam 10 is in the lower position when cover 2 is removed. Struts mounted backwards. Cover 2 must face the rear of the vehicle. Lobe 8 not aligned correctly relative to strut mounting angle Lobe 8 has slipped from its alignment position relative to cam 10. See ―Align Lobe‖ in Setup & Calibration. Check for worn Spool O-rings 23, Cylinder O-rings 40, Cartridge O-ring 22. These can allow pressure leakage into outer cylinder Contaminated, damaged or sticking pilot valve 16. Check for free rotation of cam 10 when bearing cap 4 is seated firmly. Repair any damage to cam 10 bearing surfaces—also bearing cap 4 and upper cap 37 bearing surfaces. Check for contamination or damage to pilot valve 16 or seat 13. See No. 1 above Mechanical binding. Check mounting setup or seizing between piston shaft 65 and bearing surface of lower cap 41. Struts have switched to soft mode, but because of weight transfer of vehicle to downhill side while on a tilt there is little weight on uphill struts to compress them—reduce initial gas pressure charge. See also Step for ―Soft Mode Spring Rate Tuning.‖

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1 2 3 4 3. Struts on uphill side unload, extend, push off

5

6

7 8

4. Vehicle rides rough when on level ground. Spring rate mode should be soft at all wheels

5. Strut sits higher or lower than strut on opposite side

1 2 3 4

1 2

Oil volume and/or pressure in piston shaft incorrect. Leaky main piston seals are allowing pressure to transfer from underside to topside of piston Leaky lower cylinder seal is allowing pressure to transfer from underside to topside of piston See No. 1 above (uphill struts might still be in hard mode, or hard mode pressure of downhill struts is leaking into outer cylinder causing downhill struts to collapse excessively) Installation of a rear anti-sway bar might be needed. Engine torque and trailing arm configuration can greatly influence vehicle tilt. Vehicle center of gravity too high can cause uphill struts to unload (extend) due to weight transfer to downhill struts 6.1 Upper strut mounts should be above vehicle center of gravity. Too much initial gas charge pressure. Increase rebound damping at all struts to minimize reaction to motor torque and sudden changes in vehicle tilt. See No. 1 above Struts running too close to full compression. Too much oil in strut will cause piston shaft to hydraulic lock against upper cap before full compression stroke is reached Excessive air pressure in strut 4.1 If high pressure is needed to support vehicle, struts might be mounted at an excessive angle from vertical 4.2 If gross vehicle weight exceeds 6000 lbs. additional suspension support is needed.

Charge pressure uneven. It is very important to follow pressurization procedure. Main piston seals 67 or main cylinder seal 40 is leaking and allowing pressure at underside of piston to transfer to topside of piston.

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1 2 7. Strut will not shift into soft mode 3 4

8. Strut will not compress entire length of stroke

1 2 3 4

1

2

9. Strut leaks oil or pressure, or strut pressure/ride height seem to increase

3 4 5 6 7 8

9 10

Strut not calibrated correctly—see procedure to Align Lobe Spool 28 is installed backwards. This places the spring-loaded check ball on the pressure side of the spool (opposite spring). Spool cannot slide into soft mode position because check ball opens, allowing actuating pressure to escape. The brass screw should be visible when spool is installed into upper cap 37. Spool seals 23 worn or damaged allowing leakage Spool bore in upper cap scratched/damaged, allowing leakage

Too much initial gas charge pressure Too much oil in strut. See Oil Fill Procedure. Soft mode spring rate set too hard (see ―Soft Mode Spring Rate Tuning‖) Strut stuck in hard mode.

Changes in outside temperature or strut temperature will cause charge pressure gasses to expand or shrink. This will have a visible effect on ride height giving the impression of pressure leakage Identify source of leak by submersing strut in water while pressurized, or by applying a soapy wet solution around suspect leak areas of strut Check for scratches on piston shaft 65. Lower seals worn or damaged. Replace seals. Check for looseness of piston shaft 65. If it is very loose replace wear band 68 and inspect for excessively worn Lower Cap 41. Check that all O-rings are in good condition Cover 2 is loose – tighten cover Filler valve is leaking either at stem 38Y 1/8 NPT thread or at core 38X. Use Teflon tape or other sealant on threads when installing stem 38Y Tighten lower cap 41 securely against upper cap 37 Initial charge pressure is too low. High pressure seals in lower cap 41 seal better as charge pressure is increased, but can leak at low charge pressures (less than 35 psi). If low charge pressure is required, contact ORI for alternate low-pressure seals.

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10. Lock screw 7 will not lock lobe 8 to cam 10

11. Seals blow out, or seal life is abnormally short

1

Steel balls 9 missing from inside cam 10. Refer to Fig. 3 1.1 Do not attempt to torque lock screw 7 without lock pin in place to hold cam 10 from turning. See Setup & Calibration.

1 2 3

Too high gas pressure Too much oil in strut Struts overloaded – mount additional struts or other suspension support Incompatible strut oil is softening seal compound. Be sure to use strut oil compatible with Nitrile rubber and Polyurethane Extremely dirty driving conditions. Keep piston shaft clean or use rubber shock boots. Use of high pressure wash is forcing contaminates into seals trapping abrasives within the seals Check condition of wiper seal 43. Its function is to keep contaminates from reaching pressure seal 42.

4 5 6 7

12. Rebound damping is not enough – strut extends too quickly

1 2 3 4 5

1 2 13. Piston tops out metal-tometal at top of stroke 3

Lower Mount hydraulic damper screws set incorrectly. See Rebound Damping Adjustment. Not enough oil in piston shaft—see Setup & Calibration. Wrong oil in strut – if oil foams it will not dampen. Anti-foam suspension oil must be used. Piston shaft oil is too light viscosity – change to heavier viscosity Malfunctioning or broken hydraulic damping parts

Not enough charge pressure in strut (see Setup & Calibration) Not enough oil in strut. Hydraulic end-of-stroke damping will only work if a volume of oil is present between piston 66 and upper cap 37 when fully compressed. Damping oil will be forced through holes in upper cap, slowing piston motion prior to contact with upper cap. See Setup & Calibration and Bumpstop Stroke Adjustment. Outer cylinder return tube missing

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1 14. Full extension hits hard at end of stroke

2 3

4 5 1

15. Vehicle sways, or rolls excessively

2 3 4

5

Lower Mount hydraulic rebound damping set too low. See Rebound Damping Adjustment. Piston shaft oil viscosity too thin Oil foaming because of use of shop air instead of nitrogen gas. Moisture in shop air will cause damping oil to become milky and/or foam. Poor quality damping oil in piston shaft Too low pressure in piston shaft Heavy vehicles (over 4000 pounds GVW) will require higher gas charge both above and below the strut piston. Add pressure to main cylinder and to piston shaft proportionally to maintain desired ride height. Final piston shaft pressure must be greater than main cylinder pressure. The greater the pressure above and below the piston, the greater the stability. This strategy can also be used for lighter vehicles. Install anti-sway bars. Heavy vehicles have even more need of an anti-sway bar than relatively light vehicles. Not enough pressure in piston shaft. Ride height set too high. This raises your vehicle center of gravity and increases tendency to sway and roll. Decrease main cylinder pressure, or increase piston shaft pressure (preferred). Hill-sensing calibration not correct. See Setup & Calibration.

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Parts & Tools (call for current prices) Item Qty./Assy.

01

1

PN

Description

P-051B P-051C

Label for 8‖ Stroke Label for 10‖ Stroke

P-051D

Label for 12‖ Stroke

P-051E

Label for 14‖ Stroke

P-051F

Label for 16‖ Stroke

P-051G

Label for 18‖ Stroke

P-051H

Label for 20‖ Stroke

02

1

P-023

Cover

03

1

P-026

O-Ring: Cover

04

1

P-020

Bearing Cap

05

1

P-025

Dowel Pin 1/8: Bearing Cap

06

1

P-018

Dowel Pin 1/16: Bearing Cap

07

1

P-021

Lock Screw

08

1

P-019

Lobe

09

2

P-024

Steel Ball 1/8

10

1

P-022

Cam

11

1

P-028

Cam Pin

12

1

P-014

Retaining Ring: Seat

13

1

P-016

Pilot Valve Seat

14

1

P-013

O-Ring, Pilot Valve Seat

15

1

P-170

O-Ring, Pilot Valve

16

1

P-015

Pilot Valve

17

1

P-161

Collar, Pilot Valve

18

1

P-171

Set Screw

19

1

P-172

O-Ring, Collar

20

1

P-004

Arm

21

1

P-017

Cartridge

ORI Struts Phone: 770-258-1554 Fax:

770-258-1555

Publication: DP1700M Rev. 15 www.oristruts.com

Page 20


Item Qty./Assy.

PN

Description

22

2

P-027

O-Ring, Cartridge, Damper Body

23

2

P-006

O-Ring, Spool

24

1

P-012

Spool Plug

25

1

P-003

Spring, Spool Valve

26

1

P-079

Steel Ball 1/4‖, Spool Valve

27

1

P-116

O-Ring, Spool Valve

28

1

P-005

Spool

29

1

P-007

Spring, Spool

30

4

P-075

1/2‖ Spacer (for 1/2" mounting bolt)

31

4

P-076

5/8‖ Spacer (for 5/8‖ mounting bolt)

32

1

P-109

Compression Damper Screw

33

1

P-126

O-Ring, Compression Damper Pin

34

1

P-110

Compression Damper Pin

35

2

P-077

Retaining Ring, Spherical Bearing

36

2

P-029B

Spherical Bearing, 5/8‖ Bolt Hole

P-001-0

Upper Cap, 0° Option (specify color)

37

1

P-001-3R

Upper Cap, 30° Right Option

P-001-3L

Upper Cap, 30° Left Option

P-001-90

Upper Cap, 90° Option

38

3

P-008

Filler Valve Assy. (includes 36W,X,Y)

38W

3

P-008W

Filler Valve Cap

38X

3

P-008X

Filler Valve Core

38Y

3

P-008Y

Filler Valve Stem

39

2

P-010

O-Ring, Shell

40

2

P-011

O-Ring, Cylinder

41

1

P-043

Lower Cap (specify color)

42

1

P-046

U-Seal

43

1

P-045

Wiper

44

1

P-032

Spiral Retaining Ring, Damper Screw

45

1

P-033

O-Ring, Damper Screw

ORI Struts Phone: 770-258-1554 Fax:

770-258-1555

Publication: DP1700M Rev. 15 www.oristruts.com

Page 21


Item Qty./Assy.

PN

Description

46

1

P-147

Rebound Damper Screw

47

1

P-024

Steel Ball, 1/8

48

1

P-031

Spring, Damper Screw Detent

49

1

P-154

Detent Cup

50

1

P-036

Lower Mount (specify color)

51

1

P-137B

Vent Tube, Lower Mount, 8‖ Stroke

P-137C

Vent Tube, Lower Mount, 10‖ Stroke

P-137D

Vent Tube, Lower Mount, 12‖ Stroke

P-137E

Vent Tube, Lower Mount, 14‖ Stroke

P-137F

Vent Tube, Lower Mount, 16‖ Stroke

P-137G

Vent Tube, Lower Mount, 18‖ Stroke

P-137H

Vent Tube, Lower Mount, 20‖ Stroke

52

2

P-037

O-Ring, Lower Mount, Piston ID

53

1

P-146

Damper Pin

54

1

P-152

Sleeve Cap

55

1

P-153

Sleeve Jam Nut

P-151C

Stop Sleeve 8‖ Stroke Stop Sleeve 10‖ Stroke

P-151D

Stop Sleeve 12‖ Stroke

P-151E

Stop Sleeve 14‖ Stroke

P-151F

Stop Sleeve 16‖ Stroke

P-151G

Stop Sleeve 18‖ Stroke

P-151H

Stop Sleeve 20‖ Stroke

P-140B P-140C

Draw Tube 8‖ Stroke Draw Tube 10‖ Stroke

P-140D

Draw Tube 12‖ Stroke

P-140E

Draw Tube 14‖ Stroke

P-140F

Draw Tube 16‖ Stroke

P-140G

Draw Tube 18‖ Stroke

P-140H

Draw Tube 20‖ Stroke

P-151B

56

57

1

1

ORI Struts Phone: 770-258-1554 Fax:

770-258-1555

Publication: DP1700M Rev. 15 www.oristruts.com

Page 22


Item Qty./Assy.

PN

Description

58

1

P-148

Damper Spring Seat

59

1

P-155

Damper Metering Spring

60

1

P-145

Metering Plate

61

1

P-173

O-Ring, Draw Tube

62

1

P-143

Damper Body

63

1

P-142

Floating Valve

64

1

P-150

Damper Case

65

1

P-044B

Piston Shaft 8‖ Stroke

P-044C

Piston Shaft 10‖ Stroke

P-044D

Piston Shaft 12‖ Stroke

P-044E

Piston Shaft 14‖ Stroke

P-044F

Piston Shaft 16‖ Stroke

P-044G

Piston Shaft 18‖ Stroke

P-044H

Piston Shaft 20‖ Stroke

66

1

P-041

Piston

67

2

P-123

Piston Seal

68

1

P-049

Wear Band

69

1

P-168

Compression Plunger Spring

70

1

P-169

O-Ring, Compression Plunger

71

1

P-167

Compression Plunger

72

12

73

1

74

1

P-088B

DP3 Return Tube 8‖ Stroke

P-088C

DP3 Return Tube 10‖ Stroke

P-088D

DP3 Return Tube 12‖ Stroke

P-088E

DP3 Return Tube 14‖ Stroke

P-088F

DP3 Return Tube 16‖ Stroke

P-088G

DP3 Return Tube 18‖ Stroke

P-088H

DP3 Return Tube 20‖ Stroke

P-160

Manifold Ring

P-047B

Main Cylinder 8‖ Stroke

P-047C

Main Cylinder 10‖ Stroke

ORI Struts Phone: 770-258-1554 Fax:

770-258-1555

Publication: DP1700M Rev. 15 www.oristruts.com

Page 23


Item Qty./Assy.

75

76 & 77

1

1 qt.

PN

Description

P-047D

Main Cylinder 12‖ Stroke

P-047E

Main Cylinder 14‖ Stroke

P-047F

Main Cylinder 16‖ Stroke

P-047G

Main Cylinder 18‖ Stroke

P-047H

Main Cylinder 20‖ Stroke

P-050B

Shell 8‖ Stroke (specify color)

P-050C

Shell 10‖ Stroke (specify color)

P-050D

Shell 12‖ Stroke (specify color)

P-050E

Shell 14‖ Stroke (specify color)

P-050F

Shell 16‖ Stroke (specify color)

P-050G

Shell 18‖ Stroke (specify color)

P-050H

Shell 20‖ Stroke (specify color)

P-127

Suspension Oil 5w (recommended for compression damping)

P-128

Suspension Oil 10w

P-129

Suspension Oil 15w

P-130

Suspension Oil 20w (recommended for rebound damping)

P-131

Suspension Oil 30w

ORI Struts Phone: 770-258-1554 Fax:

770-258-1555

Publication: DP1700M Rev. 15 www.oristruts.com

Page 24


Tools & Misc. Items T-001

Spanner Wrench for 2‖ Main Piston

T-002

Nylon Strap Wrench

38‖ Window Banner, ea. (Red/White/Blue)

―ORI Racing Nitrogen Struts – Hill Sensing – www.oristruts.com‖

24‖ Sticker, ea. (Red/White/Blue/Black Trim)

―ORI Racing Nitrogen Struts – Hill Sensing – www.oristruts.com‖

12‖ Sticker, ea. (Red/White/Blue/Black Trim)

―ORI Racing Nitrogen Struts – Hill Sensing – www.oristruts.com‖

18‖ Sticker, ea. (Red Letters/Black Trim)

―ORI Nitrogen Struts‖

18‖ Sticker, ea. (Gray Letters/Red Trim)

―ORI Nitrogen Struts‖

4‖ Round Sticker, ea. (Red & Gray Letters)

―ORI Nitrogen Struts – Hill Sensing – www.oristruts.com‖

4‖ Round Sticker, ea. (Gold Letters)

―ORI Nitrogen Struts – Hill Sensing – www.oristruts.com‖

ORI Struts Phone: 770-258-1554 Fax:

770-258-1555

Publication: DP1700M Rev. 15 www.oristruts.com

Page 25


ORI Struts Phone: 770-258-1554 Fax:

770-258-1555

Publication: DP1700M Rev. 15 www.oristruts.com

Page 26


ORI Struts Phone: 770-258-1554 Fax:

770-258-1555

Publication: DP1700M Rev. 15 www.oristruts.com

Page 27


ORI Struts Phone: 770-258-1554 Fax:

770-258-1555

Publication: DP1700M Rev. 15 www.oristruts.com

Page 28


ORI Struts Phone: 770-258-1554 Fax:

770-258-1555

Publication: DP1700M Rev. 15 www.oristruts.com

Page 29


ORI Struts Phone: 770-258-1554 Fax:

770-258-1555

Publication: DP1700M Rev. 15 www.oristruts.com

Page 30


ORI Struts Phone: 770-258-1554 Fax:

770-258-1555

Publication: DP1700M Rev. 15 www.oristruts.com

Page 31


ORI Struts Phone: 770-258-1554 Fax:

770-258-1555

Publication: DP1700M Rev. 15 www.oristruts.com

Page 32


ORI Factory Warranty ORI parts and labor are covered for the original owner against factory defects and workmanship for a period of 30 days from date of purchase. Product must be returned to an authorized dealer or the factory for warranty repairs – ORI will not be responsible for repairs performed by the customer. 30 day warranty includes racing and competition use. ORI parts are covered for the original owner against factory defects and workmanship for a period of one year from date of purchase. Call factory for shipment of replacement parts. Defective parts need not be returned unless requested by factory. One year warranty does not apply to racing and competition use. Warranty does not cover cost of product removal and installation, or damage to product resulting from improper assembly, mounting, operation or overloading. Vehicle damage due to product failure is not covered. It is the customer’s responsibility to ensure that product is mounted in a safe and secure manner, maintained and pressurized properly, and not installed in such a way so as to cause abnormal operation. Warranty void if product is altered or modified in any way, or used for any purpose other than for an off-road vehicle application. Neither ORI Off-Road Innovations, Inc., nor any representative thereof, nor any advertising shall imply or suggest in any way that any ORI product can prevent an accident and/or personal injury. ORI cannot be held responsible for claims made by dealers and other parties not duly appointed by ORI to make such claims.

See User Guide for Proper Assembly, Mounting, Operation and Maintenance

Return Policy Allow four weeks for shipping and repair of 30-day warranty goods. For U.S. domestic warranty returns, ground shipping and insurance both ways are paid by ORI. For international warranty claims, ORI will cover the cost of defect parts and shipping cost of those parts. Expedited shipping costs will be the customer’s responsibility. Returns other than for warranty, and within the 30-day warranty period, are subject to a 10% restocking fee. Product must be returned in its original container or suitable packaging so as not to allow damage during shipment. Return shipping, insurance and packaging costs are the customer or dealer’s responsibility. Cost to repair goods damaged by recipient or during uninsured shipment will be deducted from return goods credit.

Send to: Off-Road Innovations, Inc. 200 Campbell Avenue Bowdon, Georgia 30108 Office: 770-258-1554 Fax: 770-258-1555

ORI Struts Phone: 770-258-1554 Fax:

770-258-1555

Publication: DP1700M Rev. 15 www.oristruts.com

Page 33


DP3 User Guide