Built for your car, not the catalogue

Hillspec ($2,990) is valved and sprung for the road and the odd track day. Clubspec ($3,390) adds track-specific tuning for the circuits you run. Customspec ($6,000) is blank-page work: new platforms, heavily modified cars, competition programs, with race data review and trackside support carried in the tier rather than sold as add-ons. Whichever kit you pick, you talk to the engineer who specs it. The money buys our time in the valving and the development behind it. The core hardware is the same at every level.

Every kit starts with Neotech core hardware and Eibach or Neotech springs. The 24-stage adjustable digressive monotube is valved and sprung to your car. Higher tiers add tuning and development.

Yes. We fully support Stanceparts Aircups and AirFlex ProCoil cups. Confirm fitment with us, then buy directly from the supplier and send the parts to Shockworks before your build. We don't source or supply the cups; we build and set up your kit around them.

Yes. Every kit can. We set a starting click position with you, then you adjust it for the road or track. You're welcome to change spec on any kit at any time: we'll send you different springs or swap them in the workshop, and revalve the same dampers as your car and driving develop.

As low as you want. Tell us your target ride height and we'll build the kit to suit, with adjustment for small trims afterwards.

Struts are built to your height, with threads for small trims when a wheel or tyre change alters the rolling radius. Wishbone and multilink kits adjust at the lower bracket. Separate-spring rears use spring choice or an adjustable perch, depending on the car.

Only if the main spring can't stay seated on its own. We pick the spring length and the rod length together at the build so the spring stays captive through full droop, and most street and track builds need nothing more. A short high-rate spring, a lot of droop, or a wheel that lifts needs a helper spring: it goes solid under the car's weight, adds no rate, and only keeps the main spring on its perch. A tender spring stays live and adds a second rate, which is tuning rather than retention.

The price on each kit is the kit, GST included. Fitment, corner-weighting, alignment and freight sit outside it: the services page lists what each of those runs to, so you can see the whole job before you commit to any of it. Customspec is a fixed price like the other two. If the consultation finds the car needs something outside the kit you asked about, we tell you what it changes and what it costs before anything is built.

Yes, in either direction, whenever the car changes. The three tiers share one damper; what differs is the valving and the spec work around it. A Hillspec set revalves up to Clubspec or Customspec when the car gets serious, and a Customspec set comes back to a road valving with a rebuild when the program ends: strip, inspect, revalve, reassemble. Our valving codes keep moving as we develop platforms, so an older set comes up to the current spec rather than just back to where it started. That's the point of building them to come apart.