Battle Magazine — March 1997
An archive project by Flock MFGNew issue alerts →
About this issue
116 available scans from Battle Magazine — March 1997, in rtl reading order. Original scans with English draft translations and searchable page text. Drafts have not received exhaustive image proofreading; unreadable source remains recorded in the archival data.All 59 provided PDF pages retained as 116 reader pages; completeness against a physical printed copy has not been independently established.
Page 20 — English draft translation
Installation methods vary by mechanic. If you install coilovers yourself, read the instructions carefully, Baisho advises. For our products, always use an impact wrench. For an eight-step adjustment, set it to 5; for a five-step adjustment, use 3—slightly above the midpoint. Tighten the front while the car’s weight is on it. The shock should be compressed when tightened for the strongest hold. The front can loosen easily, especially with adjustable upper mounts, which have many potential loosening points and bolts.
Tighten the main section firmly so it engages securely. At the rear there is little room for an impact wrench near the glass, so tighten that section before installation. Then install the assembly. If you do not have an impact wrench, borrow one at a gas station, or send your JIC coilovers back to us and we can tighten them for you. These instructions apply specifically to JIC coilovers. Read and understand the manual before installing.
Overhauls cost ¥14,000 for ram-type and ¥12,000 for twin-tube units. The right interval varies from person to person. “As a rough guide, if you do not maintain the pillow-ball mount, 20,000 km is about the limit. Shocks are roughly 25,000–40,000 km, on average. The interval also depends greatly on use: street driving differs from driving with lots of suspension travel. Gas escapes when the shock bottoms out, and stiff springs increase the load on the shock, shortening the overhaul cycle. Cars with very soft springs also put extra strain on the shock, so they need more frequent overhauls.” JIC can overhaul units within two to three days of receiving them.
Do not forget to wipe the lubricant off. Baisho also explained an important point about pillow-ball mounts: “Adding camber angles tilts the shock, so it travels at an angle and places uneven load on the bearing. Sometimes we see bent shocks because they are supporting vehicle weight while angled. Our shocks are relatively thick at 14 mm, but thinner 10 mm units can be overloaded and may leak gas. This makes the overhaul interval much shorter. Avoid extreme camber with pillow-ball mounts to protect the shocks. If you need extra camber, use it only at a track event and return to a normal setting for everyday driving.”
Captions and page details
Installation tips
Installing coilovers is not the end of the job. When performance declines, they need an overhaul. JIC also offers this service.
About overhauls
coilovers
We also asked about maintenance. “Do not apply grease to the top surface of the pillow-ball mount bearing. Grease can trap grit, which increases wear. That reduces direct feel and causes noise. Instead, spray on a lubricant and be sure to wipe it off. This will help it last much longer.”
Maintenance
Now you’re covered! A new ally for high-camber setups: the “Slotted-Hole Stopper.”
Camber can shift even when bolts are tightened to spec. This new slotted-hole stopper was developed to prevent movement. Once installed, it locks the adjustment in place—a breakthrough design.
Camber adjustment can shift and cause a car to fail inspection, but this stopper locks it in place so it can pass. It fits behind the pillow-ball mount and is secured with a bolt. It also works with existing coilovers.
An angled setup places uneven stress on the shock and can cause gas leaks, especially with a thin 10 mm shock. This shortens its service life. Avoid excessive camber with pillow-ball mounts; if needed, reserve it for track events and restore the street setting afterward.
Drifting has become faster, and high-camber setups have become less common. As a result, shocks generally last longer than they once did.
A shock also helps maintain chassis rigidity. When used at an angle, the metal wears unevenly; one oil seal may peel and fail, allowing oil to leak. Avoid extreme camber with pillow-ball mounts.