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Bladders work much like emulsion shocks by using air as a compressible medium, but the bladder prevents the air and shock fluid from mixing. Basically, the air is trapped in the shock cap as one big bubble. When the shock is compressed, the bladder is pressed into the cap, and this compresses the air. The compressed air creates a sort of rebound effect at the top of the piston stroke; to avoid this, some racers drill a small hole in the cap to vent the air trapped inside.Schumacher, Associated VCS and Progressive Suspension shocks use foam elements that compress to accommodate the shock fluid displaced by the piston and shock shaft. Before you install the foam elements, be sure to soak them in the same shock air fluid as you use to fill the shock.

Methods to mitigate thermal-transient response (as described in reference 8) include shock (1) a protective or shadowing screen over the diaphragm, (2) opaque grease in front of the diaphragm, kit and (3) the addition of an opaque material air that adheres to the diaphragm such as black tape or RTV. Metallic coatings can also be added to the front of the diaphragm. All of these ''fixes'' degrade the frequency response (discussed helow) of the transducer to some extent as a byproduct of delaying the thermal transient.

Consumers are asking for more and more utility in their trucks and SUVs. And vehicle manufacuturersare more than willing to make shock the technology investments necessary to make them happen.Trucks and SUVs have taken over nearly half of the U.S. vehicle market, so they also get much of the investment in new technology. The reasons are simple: People are willing to pay more for trucks and SUVs that do more-- whether it''s carrying lots of cargo, toeing a boat or trailor or maintaining surefootedness in mud or snow and on off-road trails. However, there also many of the luxury and comfort features and ride quality of comparable priced car.

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