Complete chassis support

No, but Shockworks customers and the local community take priority. Fitting, four-wheel alignment, corner-weighting and the road test are for any car: daily drivers, family cars, work utes and mobility vehicles come through the same door as the track cars. The dyno, rebuilds and revalving are for Shockworks dampers; we don't generally service or revalve other brands. If you're in the hills and the car needs suspension work, ring.

One visit for most cars. The old suspension comes off and the kit goes on. Ride height is set on the threaded bodies to where the car should sit for the spec on its build brief and how you drive it, and preload is set to the kit's spec, not by feel. Everything is torqued to spec, then a four-wheel alignment, because a ride-height change moves the geometry, and a road test before you take it home. Bigger or fiddlier platforms take longer, and the price on this page says so. Fitting it yourself? We'll walk you through it, and the car still wants the alignment afterwards.

Yes. Every kit is valved and checked in Monbulk before it reaches a reseller, so it comes back to the bench that built it. Same fitting, same alignment, same rebuilds and revalving down the track. Proximity Motorsport in North Queensland can service and rebuild it too.

Whenever the car is driven at the limit. Corner scales balance the weight sitting on each wheel with the driver aboard, so the car turns the same way both directions and the damping does what it was valved to do. It follows the fitting and the alignment, and for a track or competition car it's the step that makes the rest count. A street car that's never seen a circuit can live without it.

What each damper is actually doing. The dyno strokes the damper through its range and plots force against speed, so we can see a tired seal, a mismatched pair or a valving that's drifted from its code, and prove a change with a before-and-after sheet. It takes Shockworks and Neotech dampers, and it's how a rebuild ends.

Post the dampers in. We strip them, inspect them and quote before any work starts, and where the platform's valving has moved on we can bring the set up to the current code while it's apart. They go back the same way. A street set is worth a service every 50,000 km or so; a competition set gets looked at between seasons.

The ute, a gassing station, spares and a fold-out bench, at the circuit for the day. Damping, spring, swaybar and alignment changes between sessions, with driver feedback, so you spend the session driving instead of guessing. If we already have a stand up at your event, existing customers get looked after at no charge, within reason. Primarily Victoria, elsewhere in Australia and overseas by arrangement, and it books out, so ask early.

A first kit we're happy to put our name on is typically four to eight weeks from the car arriving: measuring, the first build, on-track testing and the revalves that follow it. That's the kit, not the end of the road. Where a car or a program keeps evolving, development runs as an iterative program over months or seasons, each revalve building on the data from the last, for as long as the goal needs it. We'll give you a realistic time on the call for what you're after. A one-off chassis is scoped on the hoist and quoted per project, because nobody knows the answer until the car is up in the air.