Öhlins TTX Pro / Porsche / Cayman (981) / GT4/Clubsport

The TTX Pro is a complete system and a more advanced racing specific setup than our other monotube offerings.  It includes upper mounts and camber plates where applicable and has spring rates designed for the system including tenders.  You can also order the system without springs or have us include the springs of your choice.

The TTX system is an interesting example of how Öhlins has been creating industry thought leading concepts since the 70’s.  TTX designs are composed of thoroughly engineered components that stand out from other designs in functionality.  The fluid is circulated by a solid (pumping) piston, instead of passing through valving in the piston, where it passes through remote valving that is externally accessible.  This also allows the two directions of motion, rebound and compression, to be easily isolated.  It also allows the zone between the two valves to operate as a neutral area that the gas pressure can act on where by the pressure can reach either working side of the damper.   This is what gives the TTX an incredible resistance to cavitation allowing more compression valving potential in a much more simplified way.  Extremely useful in racing environments.

Service:  Designed primarily for serious racing in tough environments these dampers are also fully serviceable by Inertia Lab in Texas.  Depending on the use case, which can vary dramatically with these types of shocks, they may need differing amounts of service.  For intense endurance racing like 12 and 24hr track usage it is best to service every several races or 50-75hrs.  If you use these for track weekends or shorter interval racing a typical 60-100 hrs is fine.

TTX McPherson strut cars, like BMW and Porsche front suspensions (and Cayman rears), feature a through rod strut design where the shaft passes entirely through the shock where it extends out into the lower section of the damper that is clamped by the upright.  This creates no displacement of fluid by the shaft position (only by temperature expansion hence the tiny nitrogen reservoir) and shields the lower seals from any debris.  The main structural body is a high strength 7000 series aluminum alloy that has significant weight savings over steel while retaining the necessary strength.  These struts have seen tremendous abuse in GT4 classes and do not fatigue out or bend unless crashed severely.  The damper rod is a rather large 30mm diameter shaft that is far stronger and more rigid than the typical 22mm units in other common brands.  This also allows the core of the 30mm shaft, where the least stress is located, to be bored out and save weight while also allowing the installation of a shock potentiometer inside.  The structural shaft load bearings are still inside the damper oil, unlike inverted designs that rely on grease and can get packed with dirt, which eliminates the increased maintenance and associated runout from worn bearings in inverted setups.  These bearings are also far apart reducing friction, loads and thus wear especially in extended damper positions.  Strong, lightweight and rigid.

Most people will naturally want to have a discussion with us prior to doing this, but either way it is necessary we speak.  Any TTX damper can be upgraded this way.  We require the system to be delivered to us for the revalving work which we will automatically take care of.  If you are pairing this with different spring rates than Öhlins originally specified we definitely will take this into consideration with our specifications.

Yes, a potentiometer can be added by Inertia Lab to the inside of the McPherson shaft with the wire below the damper.  The sensor is inside the damper shaft which is completely shielded from dirt and debris and actuates exactly with the damper shaft 1:1.  It also has the advantage of being insensitive to steering input since it is along the axis of the damper shaft.