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