We recently received a single damper for a potential overhaul repair that stood out like a sore thumb. After a thorough inspection it was determined we received a counterfeit TEIN product. Now, this isn’t the first time to have happened. A few years back we had a similar situation.
We were saddened to hear the customer was convinced he purchased an authentic TEIN product through eBay. Goes to show that’s how greedy some people can be- to manufacture a counterfeit item with low grade material and put peoples’ lives at risk. Please take a close look at the images below.
Word of advice!! Only purchase TEIN product from an authorized TEIN dealer. Please visit the link provided below to help with locating the nearest dealer to you.
Hey all you car enthusiast! Do you have a older vehicle or even just a vehicle that you love, but can’t seem to find any or even the correct coil-over suspension for your build?
We have a solution for you! Specialized Damper Program. With this program we are able to build a one-off coil-over kit for your vehicle.
Specialized Damper (Super Street) for Suzuki Kizashi
Suzuki Kizashi
We are able to reuse some of your factory suspension for certain applications if needed. Some original suspensions, such as struts with integrated spindles, must be sent to us for retrofitting onto our Specialized Damper.
We can make the suspension to your specifications (with some limitations based on factory suspension layout). We can build almost any type of coil-over for your vehicle depending on vehicle application, starting off from the Street Basis to our most developed racing coil-over application Super Racing.
We can add any TEIN technologies and features depending on your budget.
Upper Mount for Suzuki Kizashi
The best thing about having a TEIN Specialized Damper made by us, is that overhaul and revalve service are available.
We currently have update our Web Site with all the information. Please follow this link for further details. http://www.tein.com/products/specialized_damper.html
You are also welcome to give us a call for a free quote on a custom-built suspension at 562-861-9161!
When installing our products, namely coilover kits, onto your car, you will probably end up looking through the Installation/Instruction Manual.
In the Installation/Instruction Manual you will find a few warnings regarding the use of Impact Tools.
The general warning will be along the lines of: Don’t use them, unless it is absolutely necessary.
Here we have a prime example of what can possibly go wrong if an impact tool is used incorrectly.
The Piston Rod has come out of the Damper. Unfortunately it is not as simple as pushing the Piston Rod back into the damper. As you’ll see in this next picture, all of the internals have come apart.
This will require a basic overhaul just to even get the damper back into one piece. If the damper comes apart slowly and eventually decides to give out while you are driving, a lot of internal damage will ensue.
Another thing to look out for when assembling and installing coilover kits is to never hold the Piston Rod with a set of pliers.
This sort of damage is evident in this damper’s Piston Rod by the dark ring and scratches going in a circle around the Rod.
These scratches will cause damage to the oil seal and ultimately the premature failure of the damper.
For proper torquing techniques refer to THIS POST.
As some of you may know, we do development specifically for the U.S. market. We’ve mentioned this before in our blog. A lot of people wonder why even bother with this step, especially if the same car is being sold overseas. Won’t those products fit just the same? Won’t it have identical ride and handling characteristics? Well, that may not always be the case.
Many countries have different standards for their vehicles to conform to, and as such, vehicle manufacturers have to comply with whatever regulations are in place for that specific region. In the U.S., crash safety is a heavily monitored factor in vehicle construction. And because of this, vehicles designated for the U.S. market tend to be a bit heavier with the safety equipment needed to pass the stringent crash standards we have. That’s not to say that vehicles overseas are not very strong or reliable, by the way.
Because of these differences, we must test our products to make sure that not only fitment is correct, but that our desired ride heights, whether for lowering spring or height-adjustable coil-over, are to our standards. And in some cases, we do have to make parts unique to the U.S. market only.
It is a time-consuming process, if you can imagine. Since all products are made in Japan, there are several steps in getting prototype suspension parts made, then tested on a U.S. market car, and if all goes well, we can go right into production. In some cases, we have to retest from the first prototype if it’s not to our standard. *This is one reason why we don’t guarantee that a customer (who has loaned us their vehicle for our testing) will get product from us after testing- we don’t want to give them a product that may not meet our standards for ride quality and overall adjustability (if applicable). In those cases, we normally have to retest with another prototype. Once it meets our criteria for whichever model, only then can we continue with production.
What is difficult is gauging the market’s needs for performance suspension. With our various lines of suspensions available, each one has to meet criteria we believe fits our customers expectations. Of course, every person is unique in their own right. So to say that we can fulfill the expectations for 100% of our market is difficult to say. But we work on customer feedback and that helps us tremendously in determining what a customer is looking for in suspension. Above all, our main goal is to produce a high-quality product with great performance for its line at a cost that is reasonable. Because we cannot meet all customers’ expectations, we also offer our revalving service, allowing the customer to have the dampers reworked for a spring rate they desire. This service is more common to our customers utilizing their suspension for competition use only, but it is not limited to these people. We’ve modified off-the-shelf dampers for customers who altered their vehicles with items such as sound equipment (some cases, as much as 300lbs additional weight!) and used higher rate springs and revalved dampers. Sometimes the opposite is needed- vehicle lightening can require softer rate springs and damper valving to correct these changes, as it will affect overall vehicle dynamics.
By the way, offering this overhaul service (standard or revalve) for dampers also helps to maintain the longevity of the dampers. We recommend damper inspections every 30k miles.
There are some instances where we are working around a tight schedule to complete testing in time to make TEIN Japan’s production schedule. This is especially the case with newer vehicles already released. We try hard to make sure we have product in time to get it out to our customers. But sometimes it is still difficult to get the job done in time. As mentioned earlier, some prototypes need to be redone before we proceed with production.
We also have some opportunities to test at local race tracks and develop for various vehicle configurations. Some of our engineers dedicate their time for specific race teams for many forms of racing we are involved with internationally, giving us an extensive amount of information that can be useful in helping our customers determine what works best for them.
So it is a timely process for us. Although it would be easiest to carry over product developed for overseas, and much cheaper for us too, it isn’t the most practical solution in making sure we produce the best suspension kits for the money.
For more information on our Suspension Research & Development, and if you have a vehicle we are looking for, please visit the following link
As we previously mentioned, the Sparco Rally xD team had a rear twist beam axle failure during the last event, Susquehannock Trail Rally in PA. Once they got the car back down to California, they dropped off the rear dampers to us for inspection/repair.
Like we stated before, we knew that the dampers had some damage and broke the piston shafts. Here’s a look at the carnage
Remote hose was ripped right off. The shell case took a few hard impacts causing some dents. Now onto the piston shafts
The above picture shows the top of the shell case where the ring nut seals off the damper. The piston shaft broke midway and the remaining pieces recessed into the damper with oil coming out this ring nut portion. The top portion of the piston shaft was still attached to the shock tower.
This pic below shows the piston shaft broken towards the top, snapping right off after the twist beam axle gave way.
But after a full teardown, we saw that the inner tube (where the piston is inside of) was still intact. The outer shell case took a hit, but the inner tube was unscathed during this violent axle breakage. Here’s a pic showing the dent
The second pic from the top shows the other indentation on the shell case.
On a mono tube damper, this wouldn’t fare so well with that type of dent. Since the piston would reside right against the inner lining of the shell case of a mono tube damper any imperfection to the case will make it either impossible to function properly, or to be field stripped, or both. This is what I meant as testament to the durability of the twin tube damper structure and this case shows it well!
If you’re wondering why we would make a twin tube damper for a rally car, there’s a bit more to it than just the damage that could be inflicted to it physically. Our HG twin tube structure isn’t like a normal damper.
In a standard twin tube damper, there is still an inner tube that contains the piston shaft and piston. This area is fully submersed in damper oil. From the bottom of the damper and through the base valve controlling oil flow into the outside of the inner tube (inside of the shell case) is where there is some oil and the nitrogen gas charge. This charge is important in sufficiently providing rebound force to the damper.
What we do with the HG is fill the inner and outer tube with damper oil.
But wait. If you fill a damper full of incompressible oil and no compressible gas like nitrogen, then technically the piston shaft will never recess into the damper and it wouldn’t function at all.
That is true. But this is also why we utilize an external reservoir to keep the nitrogen charge separate. With this, we can eliminate any chance of aeration (nitrogen gas mixing with damper oil, causing it to froth, decreasing damping effectiveness) while still being able to secure sufficient rebound. The twin tube structure also allows ample stroke length for a given shell case size compared to a similarly built mono tube damper.
So why not utilize this design into all rally suspension? Mono tube dampers still have many great benefits- they dissipate heat better; when inverted, they decrease unsprung weight (you can technically invert our HG damper, btw); they allow a larger piston size; overall damper oil volume can be much higher. They also allow for us to use our Group N.technologies, which aren’t readily applicable to twin tube dampers
But mono tube rally dampers are a much higher investment as development costs are quite high. Also, they are physically much larger in length and body diameter. the pistons used in them are much larger too, which is key for precise damping control.
So in the end, the HG is still very capable and also very durable at a much more reasonable price!
Anyway, enough ranting. We went right to work getting it rebuilt with new shafts and internal seals. this time, we stuck with our shorter length reservoir hose, still giving the team the freedom to reposition the external tank for their needs.
Awwww. Looking as spiffy as it will ever be! Ready for more abuse!!!
Speaking of which, here’s a video the Rally xD team posted from their blog showing the twist beam axle breakage
If you’ve been following the Sparco Rally xD team as much as we have, then you know that they have consistently placed podium finishes. As of the Oregon Trail Rally (May 4-6), they temporarily held 1st in championship points under the 2wd class. Good stuff! That’s not an easy task, mind you!
Consistency is key. If you follow these dudes on Facebook and/or Twitter, you’ll see that they completely rework the car after every event, going down their laundry list of items to check, making sure that all components are good to go or replaced if needed well before the next race. I must add that they run a very tight ship- only a handful of guys working on this car. They not only serve as pit crew and transportation, but I’m guessing also as entertainment for their driver and co-driver Andrew Comrie-Picard and Andrew Wimpey. Geez. That’s a lot of work!
After every three or four events, they normally send their custom HG dampers to us for inspection. In some cases, they go longer without inspection, especially when they quickly have to prep for the next event. As with anything rally, these parts take a beating! In our case, it’s normally exterior coatings that get blasted off by dirt and gravel. Minor concern, i suppose.
Before the Oregon Trail Rally on May 4th-6th, Crew Chief Philip Chase brought in the dampers for a quick check. Surprisingly, nothing to really change on the front dampers.
Jon a.k.a. Sir Smiles-A-Lot Inspects The Front Dampers.
But for the rear, he requested remote reservoir mounting (tank detached from damper body), rather than the external mounting (tank attached to damper body) to give them freedom to reposition the external tank and add some needed clearance in the wheel well. Since that kind of work requires complete damper tear down, we overhauled the rear dampers for them. Now they have the reservoir attached by way of a braided steel hose, allowing them to reconfigure reservoir arrangement (they still keep the reservoir close to the damper body, just upside down and a few degrees in towards the chassis).
Still, even with all this preparation and constant rebuilding, something is bound to go wrong in the world of rally. Case in point- the Susquehannock Trail Rally (June 1-3) proved to be the breaking point for the Rally xD. This time, a fatigued rear twist beam axle gave way, pulling apart the axle and the damper assemblies. Ouch! Seven consecutive events can easily do this to a car and its parts. But seven events is also a long time of service! Seems the xD ain’t no cheapo box, afterall!
Susquehannock is no joke. check out this video showing the driving conditions they face
Fortunately, the break was at the beam. So it looks like they’ll be able to repair the car in time for the next event. Also, it seems that our customized HG rear dampers may be able to be repaired, too! That’s testament to the strong twin tube structure of the dampers that can take a good amount of punishment!
Next up is preparation for Pikes Peak, then off to New England Forest Rally (NEFR). They’ve got some time to knock out repairs.
I wish them the best this season, as these hard-working guys continue to do a great job time and again. On our end, we’ll continue to do the best we can to make sure their TEIN HG dampers are in top working order!
Keep it up, guys!
For an econobox, this Rally xD is one tough shoe!.
There’s some good recap of the events at Rally America’s website
www.rally-america.com
And of course, the dudes at Sparco Rally xD keep their blog up-to-date!
www.rallyxd.com
You can also follow them on Facebook (Rally xD) and Twitter (@RallyxD)! Oh, and you can follow us on Facebook, too (TEIN USA, Inc.)!
P.S.- if you were to look up the Finnish term “Sisu”, I’m almost positive that you’d find a picture of the Rally xD team. Look it up!
Ever wanted to touch up or repaint your dampers because they had some scratches, scuffs, slight rust building on the damper shell casing but couldn’t figure out the a color to match our dampers? Well it’s your lucky day because I’m going to give everyone some tips as well as paint color that would match the TEIN green color.
Because the dampers are powdercoated from TEIN Japan we don’t have the machinery to re-coat them at either of our North American facilities. During Overhaul we do offer to paint them using paint found at your local hardware store. The paint is by Rust-O-LeumPainter’s Touch in Gloss Green Meadow. The color is not exact but closely resembles the original powdercoating as you can see in the second photo down, the left damper being the painted damper and right damper having the original powdercoating.
When repainting or touching up your dampers it is always good to have the dampers clean, free of dirt, debris, and oil. I Recommend staying away from heavy duty parts cleaners as they eat away at the paint as well as the sticker/ label print. Mild cleaners are good, but if heavy duty cleaners are needed, try using a minimal amount.
Preparing the damper may vary from one damper to another, based on its condition. Taping off any sticker/ labels as well as the threaded sleeves,top ring nut, and piston rods is always good as it would help for the future damper reference, as well as the threaded sleeves and top ring nut.
Mild sand paper or, if needed, a wire brush are recommended to allow for larger paint chips and rust to be removed for a clean and even surface. Little surface sanding will allow for a better adhering surface. A bench grinder with a brush wheel could also be used to help with the clean up process of the paint but can be a bit tricky with some hard to reach areas, which is why I can only recommend it to those who know their way around a bench grinder. Wipe down the surface with a lightly damped towel to remove any last foreign debris that may still be on the damper from the prep work.
Before painting, make sure the damper is placed in a good position allowing for easy access to all painting surfaces of the damper. A well ventilated area is always a must. Primer is recommended to allow the paint to adhere.
Even spraying motions back and forth in one direction at a 5 inch distance prevents any uneven coats, as well as overspray drips.
Allow a few hours for the paint to cure. Of course, time frame is longer in humid areas. Check the damper for any areas missed for resprays. Once thoroughly dried your damper is complete.
The same details above can also work with the S.Tech Lowering Springs and Full Length Adjustable Dampers lower adjustment brackets (Flex, and Super Drift) as they are also green. Other dampers and parts may also be green such as spring seat locks, and uppermounts but are anodized instead painted and wouldn’t look good redone in paint.
I hope this helps a few out there looking to repaint or touch up the paint on their dampers.
TEIN is proud to release the new Street Basis damper to North American consumers. Street Basis Damper is the evolution of the popular BASIC coilover model. It incorporates new internal and external components, newly developed coatings and new manufacturing processes. The end result is a ride height adjustable coilover which is less expensive and more durable. MSRP starts at $700.
PRODUCT FEATURES
NEW Internal Components
TEIN engineers have spent many hours developing new seals and internal components to improve durability and product life. This was one of our major goals for the new model.
“ZT” Corrosion Resistant Coating
Newly developed “ZT” coating for improved durability and hassle-free ride height adjustment. TEIN developed this coating in-house after stringent test and analysis procedures. Our engineers tested different coats, application methods, cleaning processes, etc… in our own brine salt water testing machine which simulates heavy solvents/ road salts used in cold weather climates.
Non-welded Adjustment Tube
Slip-fit threaded adjustment tube. Allows for damper body and threaded sleeve to be thoroughly coated for rust/ corrosion protection.
The slip-fit allows a more thorough coating on the threaded section as well as powder coated damper body.
Revised Spring Seat and Thrust Washer
Revised Aluminum Spring Seat and Delrin Thrust Washer are light weight and durable. This combination allows for smooth ride height adjustment. The new spring seats have a larger contact surface area and eliminate the need for a rubber spring seat.
The following applications will be available starting June 8, 2011.
Hello from the TEIN R&D Department. Some, if not most, of you own a set of our dampers. If it so happens that you do indeed own and use a set of Tein Dampers, sometime down the line the damper is going to need an overhaul.
Whether the damper is leaking or just not performing like it used to, we have all your Overhaul needs covered. Follow this link for some basic prices and information regarding your Overhaul Service.
Here, we’ll be using one of our Overhaul Customer’s dampers to show you what normally goes on during our Overhaul Service.
We can see that this customer’s damper has been leaking oil and has accumulated some dirt while being driven. (Remember everyone, check the conditions of your dampers often. If you see it beginning to leak send it in for servicing. Continued use of an already worn out damper can only do more harm.)
We’ve disassembled the damper and the parts are going to be washed.
One of the easiest ways for us to determine how badly your dampers needed servicing is by looking at the overall color and quantity of the oil that comes out of the damper. The oil on the Left is new shock absorber oil, and the oil on the left is what came out of the damper, you can see the color difference between the two. When compared with the amount of oil the damper should have had, the actual amount that came out is quite low. (Driving a shock absorber with little to no oil will have the same consequences as driving your engine with no oil, inner components will begin to wear down and need replacing, or in the worst cases we’ve seen, the dampers are completely irreparable.)
After the parts are washed and inspected further, worn down parts will be replaced.
After everything is put back together you have a damper that performs just as it did out of the box and looks almost like it did out of the box. (Our dampers are originally powder coated. If the paint is beginning to fade or peel, to get it back to looking like brand new the damper would require a re-powder coating service. Unfortunately, we do not have that service available.)
Our recommended Overhaul Service interval is 3 Years/36,000 Miles if the damper is used only for daily driving/paved road use. If your dampers see track time or off-road time then your recommended Service Interval will be shorter. Vice versa if the dampers are used on a “Saturday Night or Weekend Special” car then your Service Interval will be longer.
Bottom line, check your dampers’ condition often. If you see oil or if they’re not performing like they used to then send them on in. We’ll make them look and feel like new.
