First Set of Evasive-Spec SRC w/ 3-Way

Posted on September 11, 2015 by Paul P.

Our friends at Evasive Motorsports have a date at the race track later this year. And while their S2000 is still in pieces, starting to be reassembled, they had sent in their very own Evasive-Spec Super Racing (SRC) coilovers for a rebuild.

But wait, there’s more!!!

They got wind of our new 3-Way units designed specifically for our Super Racing coilovers. They figured since they’re going all out on this S2000 this year, they wanted to upgrade their SRC’s to get the most out of it. Of course, we still needed to test it. Just having received the units a few months ago, we have now been able to start work on them.

We just recently posted about the 3-way units and their benefits. This car is going to Buttonwillow for the end of the year event- Global Time Attack’s Super Lap Battle. This is a great venue, and the course has plenty of challenges. It’s also less than perfect, with plenty of rough surface transitions, bumps, curbs, etc. This is an grueling test for both driver and machine, and this easily this makes Evasive’s S2000 a great candidate for the 3-way modification.

To make a long story short, we said “OK” then they said “Cool”, and we were like “Awesome”. After several rounds of back and forth acknowledgement, we got to work.

While we do not have details on the cost of the units and revalve service just yet, Evasive shelled out some [MAJOR] ducats and got them installed while we refreshed their dampers.

A simple glance at the coilovers wouldn’t reveal a whole lot. The 3-way unit itself is adapted directly to the External Reservoir, but it looks different (noticeably larger) than the Base Valve adapter it replaces.

EVS SRC with 3-Way (assembled) 015 resize

A Front and Rear SRC side by side.

Also, the SRC dampers still maintain EDFC series compatibility. It is just that it only works for Rebound and Low-Speed Compression. High-Speed Compression will be left as a manually adjusted setup.

EVS SRC with 3-Way (assembled) 025 resize

Front damper with EDFC Motor on Compression (External Reservoir) and Rebound (Top of piston shaft).

EVS SRC with 3-Way (assembled) 020 resize

Rear damper with EDFC Motor installed on compression and rebound.

We’ll try to get you guys some updates on this as Evasive’s project car nears completion. They have a test day planned, which I’m sure they’ll document. We’re looking forward to getting these units fully evaluated by them!

3-Way Damper Customization for Super Racing Suspension

Posted on September 8, 2015 by Paul P.

This has been a long time coming. We’ve actually had 3-way damping (Rebound, Low-Speed Compression, & High-Speed Compression) technology for a long while now, made for our N1 suspension. But, it is very expensive and mainly reserved for race teams only. We also developed one for our Gr.N and 4×4 dampers, which are much more robust units, but these offered a wider range of tuning possibilities due to rally suspension needing the highest available tunability because of the higher piston speed range these dampers have. As you can imagine, this was an even more expensive unit.

Here’s a 4×4 Damper with 3-Way Unit installed on the External Reservoir.

As you can see, the 3-Way Unit for our 4×4 Damper doesn’t look much different than the newer units we’ve just come out with. That’s because the new ones are nearly a direct derivative of the 4×4 Damper (and Gr.N) units, just much more affordable in terms of manufacturing cost. The technology, which is proprietary, is just about the same.

Now, we’ve developed a much more affordable (in comparison to the original units), less complex, and effective unit based around the Gr.N 3-way unit’s design that we will start doing testing on very soon!

The 3-Way Unit (Silver) is made as an adaptive system to our Super Racing coilovers. We replace the original ADJ System, as we refer to it (or Compression Adjuster, if it’s easier) with our 3-Way Adjuster Unit. As you can see, we have two different designs depending on how we mount the external reservoir.

What’s so special about 3-Way damping? Well, this specifically affects the compression side of damping. The thing is, while we can easily tune a damper for what we believe to be the most ideal conditions, race cars see various changes in track surfaces that can affect their elapsed time. Race tracks can be a mix of glass-smooth surfaces followed by huge bumps or kerbs, and even expansion joints, or just rough surface transitions. This can unsettle a car quickly, and the less time on the throttle means seconds being added to the elapsed time.

Such surface transitions require a damper that responds to such instances by allowing the compression side to actually soften for a brief moment. If you think of it from your car’s tires’ aspect, an increase in damping force as piston speed increases can cause the tire to momentarily lose contact with the surface (hop). That means a loss in traction. Remember, a car maintains its best mechanical grip when all four tires maintain contact with the surface it rolls on, and that means the driver can keep on the throttle for a longer duration.

Many of you may have heard of “Digressive Valving” for dampers. What this means is that as damper piston speeds increase, the damping force has actually decreased (instead of increasing exponentially as this speed increases). Many dampers, by design, are technically digressive valving. However, the drop off in damping force may not be as much as some manufacturers are expecting. So, some may use some type of blow-off valve that opens extra ports as piston speeds increase instead of just relying on the shim stack assembly, and this creates a greater drop off in damping force as piston speed exceeds a certain level.

Low-speed, both in terms of vehicle speed and damping speed, is easier to control. There is very little resistance to the tires contact with the road surface. It is when vehicle speed or surface changes occur that mechanical grip becomes more of a concern.

To correct for such instances, race dampers have some form of high-speed damping control, and mainly on the compression side. This is where our new 3-way unit comes into play.

As mentioned before, we have already had versions of this, the most popular being on our Gr.N coilovers for rally. Think about the road surfaces that rally racing has- loose gravel, gaps, jumps. These are all things that can make a tire lose contact with the surface quickly. We’ve done really well with our 2-way adjustable Super Racing dampers, but as race cars get faster and faster, their suspension needs to cope with potential road surface transitions and react at a much quicker rate. We’ve been trying to get a 3-way version of the Super Racing dampers out to market, but it was just too expensive with our previous technology. So, we now hope to have something a bit more reasonable! However, we’ll only offer this as an upgrade under our overhaul service.

Also, if you’ve ever heard people talking about unsprung mass (weight not being supported by the suspension under gravity) as a concern, it is because heavy unsprung mass (tires, wheels, brakes, knuckle/hub, etc) can cause great upward deflection momentum, and that means a tire can lose contact with the road surface for much longer (in terms of fractions of a second). While we can try to combat that upward momentum by increasing spring rate (to try and speed up rebound force), it doesn’t benefit the compression side. In fact, this only exacerbates the problem with lost traction. What we want is a damper that has the ability to control a wider range of compression speeds. This will help keep the tires in traction, or as some people say- keeps the car planted.
For now we have only developed them as optional units for our Super Racing setup, and we’ll have one of our closest sponsored parties using them for this year’s Global Time Attack Super Lap Battle finale for the 2015 season. The racetrack, Buttonwillow Raceway Park, is a great test for us as the road surface has all sorts of transitions and undulations that can really hamper a vehicle’s ability to be fast.

This 3-Way Unit is specifically for our “SA” type dampers, or dampers for double wishbone or multilink suspension. Basically it is directly mounted to the damper body.

For our Strut Type suspension (Inverted monotube design), or where room doesn’t allow us to mount the external reservoir and 3-Way Unit directly to the damper body, we can do a remote setup, this give us some flexibility in mounting the external reservoir/3-Way Unit to the vehicle. As much as possible, though, we try to keep the remote hose as short as possible.

Stay tuned for more updates on our 3-Way testing.

DrivingLine.com Gets a TEIN Overhaul

Posted on September 4, 2015 by Paul P.

Like that title picture??? Pretty gross, and this is what can happen when you wait to long to service your TEIN dampers! LOL. Actually, that’d be more like worst-case scenario.

We recently got to work with Jonathan Wong of Driving Line, an online magazine focusing on all aspects automotive related.

Several years back, when Jonathan was still at Super Street magazine, we had provided him some of our SS-P coilovers for his ED Civic Hatchback project, a vehicle that he wanted to maintain a lot of JDM appeal. During that time, we had revalved the dampers for more track use.

Now, Jonathan uses the car for occasional street use, and comfort is more of a concern than track-like handling. It was an ideal time for him to come in, get his dampers revalved, and also see what that type of service entails. *The title picture isn’t his actual damper, btw. He does a good job of maintaining his ride.

Although we talk quite a bit about our overhaul service, Jonathan points out something very true- not a lot of customers are aware of this service. With some of the new coilover lines we’re introducing, such as the FLEX Z, STREET ADVANCE Z, & STREET BASIS Z, which don’t require rebuilds, chances are that customers will never really know what else we can do with our existing products. It isn’t uncommon for customers to get our kits second-hand, and most don’t know much about our brand after that.

As for all TEIN suspension owners out there, we must mention that there is no set rule for when a damper should be sent in for servicing. Some customers may send in their set well before 30,000 miles of use. We’ve seen others come in with well over 100,000 miles of use. We do recommend inspecting your suspension every 30k miles, though. Really, it’s up to the customer to inspect and maintain their suspension. Surprisingly enough, simply keeping the dampers clean may extend the life of the dampers. An area prone to causing damper leaks is at the top of the damper body (not the piston shaft). At the top of the damper body is a dust seal where the piston shaft slides past as it functions. Spraying this area with water, or even with WD-40 or something similar, helps keep the dust seal debris-free and prevents it from getting damaged and eventually leaking any of the gas charge. Doing this also keeps the piston shaft from scoring from such debris. A damaged piston shaft can be anywhere from $40 and up depending on the model (on top of the base overhaul fee). If you’re doing this type of maintenance, it’s also good to inspect the rubber dust boot and polyurethane bump stop for any damage. They can easily be replaced and are a good insurance to maintaining a long lasting damper.

Here’s R&D Assistant Chris A. disassembling a FLEX damper for service.

We’re glad that Jonathan was able to see himself what we could do. Definitely some good insight for customers with our products and to know what we can do for them!!!

Identifying FLEX Z Coilovers

Posted on August 13, 2015 by Paul P.

Honestly, there really isn’t much of a difference from FLEX Z to STREET FLEX dampers physically. Really, the only thing, other than verifying the part number on the bottom bracket (silver Caution sticker), is to check the damper itself.

As we have mentioned, the FLEX Z dampers are fully sealed units, which mean it cannot be rebuilt. However, identifying what a fully sealed damper looks like may not be so easy for some. So, here are a couple things to check for:

Silver (Caution) Sticker-

This sticker not only shows the product by name, but also the part number (where “SAMPLE” is listed), listed as a 10 digit alphanumeric (ex. “VCQ54-U2531”). If, for any reason, you can only see a part number and not the product name, give us a call and we can verify what kit it really is. As you can see, we also list the vehicle application (typically by chassis code), and the lot number (bottom 5 digits, alphanumeric).

But, if you have a chance to inspect the dampers yourself, you can check out the top of the damper body shell case-

As you can see in the picture above, the STREET FLEX coilovers (and current models of STREET BASIS & STREET ADVANCE coilovers) use a Ring Nut to seal off the damper. This allows us to fully disassemble the damper and service the unit. This also lets us revalve dampers by giving us access to the piston and base valve assembly.

The FLEX Z, on the other hand, has been fully crimped and capped. This means we cannot reopen the dampers at all. In the event the customer has a worn out FLEX Z damper, they can simply purchase a replacement damper body only (no need to purchase the bottom bracket, seat locks & spring seat, spring, or upper mount). Then all that is needed is to swap some of the original components back on to the new damper body.

We certainly hope this helps you find any major differences between the two FLEX line of coilovers, especially down the road when people may resell their FLEX Z coilovers and list them as STREET FLEX. We believe it’s worthwhile knowing how to spot any major differences.

As always, if you are not sure of how to identify our products, give us a ring! We’ll be glad to help!!!

TEIN Replacement Single Dampers

Posted on March 5, 2015 by Paul P.

As many of our customers are already aware, we’re able to sell single dampers as replacements. While not as cost-effective as rebuilding your dampers, it is a better time-saving method of getting your vehicle back on the road. We know that some customers have heard from auto parts stores (probably non-authorized TEIN dealers) that TEIN will only sell complete kits. That isn’t true.

We’ve heard from customers wanting their dampers serviced by us, but concerned about the 2-2.5 week turnaround time. We know that for some customers, they only have one car to use. Being without a car for a 2.5 week minimum can cause havoc to their daily routine. This is why we are able to sell single dampers.

This same service will apply to the upcoming “Z” line of dampers, such as our STREET FLEX Z, STREET ADVANCE Z, & STREET BASIS Z coilover kits. Since they are all fully sealed, non-rebuildable units, it will be much easier to just replace the bare damper (pictured below, middle).

Mind you, these are not merely damper inserts/cartridges like some other suspension manufacturers use. We mean the actual bare damper- no spring, no upper mount (FLEX Z), no lower bracket (FLEX Z). What’s the difference between an actual damper and a damper insert?

Our dampers are application-specific, meaning that each damper is made specifically for one vehicle model. Of course, there are some vehicles that share similar platforms where we can sell a single coilover kit part number (ex. 1999-2003 Acura TL = 1998-2002 Honda Accord). In other words, we’re not simply using one design of shock absorber insert and placing them into damper bodies of various lengths just so we can say “Application-Specific”. Each coilover kit has carefully selected spring rates and dampers are valved to match (yes, we actually test each vehicle application before deciding spring rates and damper valving). That means that the internal components of the dampers, such as piston shaft, inner tube (for twin-tube dampers), and a few other components, have to be of a specific length for a given design. It is a timely and costly process, but it makes more sense to do it right. To be honest, we’re not too sure how well damper inserts work, especially if different vehicles require different damper valving and stroke length. It really doesn’t make a lot of sense.

You can see how a damper insert is put into an existing shell case.

Another problem with damper inserts/cartridges is their limited capacity. Because their overall dimensions are smaller than the shell case they’re being put into, that means less volume for damper oil.

oil capacity in a TEIN damper

oil in a damper insert/cartridge

For a performance damper, this limited oil capacity means susceptibility to damper fade and decreased damping force under extended use. That is why we make every coilover application to exacting dimensions for their intended vehicle. Unless it is an absolutely practical application, TEIN dampers will never use cartridges, ever!

Back on topic, this single damper replacement service is available for each and every one of our products, including the upcoming “Z” line, but will be much more affordable compared to the current rebuildable dampers.

For discontinued TEIN items or dampers we no longer have inventory of, we can remanufacture single dampers through TEIN Japan. The only problem is that customers may have to face extended downtime since the remanufactured dampers are made to order.

Our goal is to decrease a customer’s downtime on vehicle repairs. For us, this makes a lot of sense to be able to provide such service.

If you are having problems ordering a single replacement damper, please give us a call at 562-861-9161. We’re glad to assist you in getting your car back on the road!

MotoIQ Visits TEIN USA, Inc.!

Posted on January 28, 2015 by Paul P.

Our friends at MotoIQ decided to stop in and have their Type FLEX coilovers for their Project Supra rebuilt! While they were here, we gave them an inside view of our overhaul process. Not necessarily something we allow the public to see first-hand. But, we are talking about MotoIQ here, guys that like to nerd the hell out on car stuff. We couldn’t easily keep the door closed on them! Lol!!!

This Project Supra of theirs is pretty nuts to begin with. So we were glad to see that they wanted to continue the use of their older Type FLEX coilovers. However, we thought it would be a great idea to update the internals to the newer STREET FLEX setup. So, we had our in-house engineers work closely with the MotoIQ staff to get their dampers to the lastest specifications from TEIN!!

We had our R&D staff take them through our overhaul process and show, from start to finish, what goes into our rebuilds.

After a disassemble of external components (lower brackets, seat locks, upper mounts, springs, dust boots, & bump stops), we can start complete teardown of the damper itself. Our dampers require some unique tools for some parts of disassembly, which is why we do not offer rebuild kits to the public. We ask that all customers send their dampers to us for servicing.

Once completely torn down, we can get to work on the internals. The piston shaft is broken down into several components. Once we can loosen the lower nut on the piston shaft, the piston valve assembly, including all shims and washers, can be removed. These components will be replaced with new ones. Whenever possible, we want to keep rebuild costs as low as possible for our customers, so we will try to reuse components that are still in excellent condition.

Once we can completely assess the condition of all components, we can then get to work on rebuilding. In MotoIQ’s case, we had to make some modifications to make the newest STREET FLEX setup work with their coilovers.

After all the necessary modifications are completed, we completely assemble the dampers, fill with nitrogen, then run them on our damper dyno and make sure they meet performance specification.

All other external components can then be reinstalled and the completed dampers sent back to the customer! All that’s left is to install, check/fix alignment, and enjoy!

We look forward to the next installment from MotoIQ on their Project Supra! They also have our EDFC Active to test out, so we’re sure they’re busy nerding away with that!

Please note that our overhaul and revalve service is available to the public. So, if you have any questions on our overhaul services, please give us a call at 562-861-9161 for more info! We’re glad to help!!!

In the meantime, please visit MotoIQ for some great technical information and follow along on their Project Supra build!

Project Supra Hits 800 WHP!:

http://www.motoiq.com/MagazineArticles/ID/3766/Project-MKIV-Supra-Part-10–Dyno-testing–we-hit-800-WHP.aspx

Industry Insider: TEIN’s Shock Service:

http://www.motoiq.com/MagazineArticles/ID/3743/Industry-Insider-Tiens-shock-service.aspx

New for 2015- TEIN FLEX A and FLEX Z Coilovers!!!

Posted on January 26, 2015 by Paul P.

We’re constantly thinking of ways to improve our products. More importantly, we’ve been working towards making our coilover kits more affordable to match a customer’s budget, but also bring new innovations that we’ve pioneered through our involvement in motorsports.

Available in Spring of 2015, we’re reintroducing our STREET FLEX line into two new lines- the FLEX A and FLEX Z.

Starting with the FLEX Z line, we will bring a new affordably priced version of our STREET FLEX coilovers. How affordable? MSRP will start from $800!!!

Features-wise, not much is different from the current STREET FLEX. It will still include full-length ride height adjustment for separate spring preload and height settings, upper mounts (camber adjustable for most MacPherson struts), 16-way damping force adjustment using our ADVANCE NEEDLE technology which provides a much wider range of damping force adjustment per click (~ 200% increase in damping force adjustment range over our previous needle design), EDFC series compatibility, and our proprietary coatings (ZT coated damper bodies, and our 2-layer/1-bake powdercoating for lower brackets and upper mounts). We were able to bring cost down on the new FLEX Z dampers by making them fully sealed units (non-rebuildable).

The biggest benefit to a fully sealed non-rebuildable damper, other than the extremely affordable price, is that the customer will have a maintenance free damper (we still recommend to periodically inspect external components such as seat locks and spring seats, dust boots, and bump stops). Instead of rebuilding their damper, or if they have a blown damper several years down the line, they can purchase a replacement single damper. This translates into less downtime for our customer, who most likely needs to get their car back on the road.

That’s not to say that we’re not proud of our overhaul/revalve service. In fact, we will continue to provide that for older coilover models and for some upcoming, such as the FLEX A.

The FLEX A coilovers will carry the same features as FLEX Z but will be rebuildable, much like the current line of STREET FLEX. We will also include a newly developed feature, our Hydraulic Bump Stop (H.B.S.). Technically it is not a new feature. Instead it is a much more affordable and effective version of the Hydraulic Bump Stop we use on our GROUP N dampers used in rally racing.

How does our HYDRAULIC BUMP STOP work?

As the damper reaches/nears full compression, there is a spring that the piston makes contact with. This helps to build up pressure closer to the base valve. As pressure continues to build around the base valve, a secondary spring will compress, which allows a cup shaped washer to seal most of the orifices around the base valve. This effectively restricts damper fluid flow, increasing this pressure and slowing down the piston’s speed. Finally, as the damper approaches full compression, a third spring will compress allowing a needle washer to open and allow damper fluid to pass through this single orifice. In all, the way our HYDRAULIC BUMP STOP works is by gradually increasing pressure during compression. While mainly based on piston speed (high-speed compression), the unit will work even as the damper nears full compression.

This means that the damper will not fully bottom out. The effect on ride quality is that it will not be as harsh during rebound, much like would be the case with a longer polyurethane bump stop. Why is that? A polyurethane bump stop is compressible. However, it acts as a much stiffer spring, which the damper isn’t necessarily valved properly to control. This means that rebound force is much greater, and that can also translate into uncomfortable oscillation (where the vehicle feels very floaty). With our H.B.S. the rebound rate is not affected, and the vehicle can return to it’s 1g (vehicle weight on the ground) ride height in a smoother fashion.

Without HYDRAULIC BUMP STOP

If you’ve ever watched videos of off-road race prepared trucks with very long stroke suspension, which use another form of hydraulic bump stop (typically mounted externally from the damper), watch what happens after a huge jump. The vehicle lands back down, suspension squatted nearly all the way down. However, when the suspension rebounds and the vehicle returns to it’s 1g ride height, it just settles. No crazy up and down movement. In other words, there is no wasted vehicle body movement. The driver can continue driving full throttle after a jump. Pretty impressive!

That may be a bit of an exaggeration of what our H.B.S. does for a street car (unless you compare it to our aforementioned Group N dampers, which go on production vehicles), however it is the same effect, just in a smaller package and for a shorter damper stroke.

Our HYDRAULIC BUMP STOP works extremely well on suspensions with longer stroke, such as luxury sedans or mini vans. While still effective and beneficial in applications with shorter damper stroke, it isn’t as noticeable in feel.

The new FLEX A coilovers will start at $1350 for a complete set!

Look out for these new products by mid April 2015!!!

Another Overhaul Packaging Advisory

Posted on July 31, 2014 by Sergio M.

Hello Everyone. This post is a friendly reminder of the best methods for proper overhaul packaging. Poor damper packaging is unfortunately still happening to this day. Consumers are still reminded over the phone to pack up the damper/s well being sent in for the service as to avoid any missing, or in worst cases, damaged components.

Both images shown above were not sufficiently packed, allowing for the damper/s to move about during freight, more so seen on the top image as the box completely broke open and was just placed in a box by the USPS delivery driver.
Although not all consumers can be completely reached regarding this, we still try our best to inform them all. The best suggestion I can give to anyone sending in their damper/s for a service would be as follows:

–If the damper/s packed have some amount of movement inside, the damper will more than likely tear through the box. Packing peanuts and bubble wrap are your friends. Pack it to the point that the damper/s do not move around in the packaging. This would prevent the weight shifting back and forth as well as side to side which, with the weight of the dampers, can break through.

Packing peanuts are always a good way to fill in empty gaps in boxes.

–Sharp points on the damper/s should be padded to avoid bends or breaks and/or tearing through the box.

–Only send what is needed for service or inspection. Any unnecessary components such as springs, seat locks, spring seats, and/or upper mounts (unless you are looking to have them repaired or inspected) should be removed from the damper and/or packed along side the damper/s.

Seat locks and spring seats can be sent along with the damper for service but can also be removed.

–Compressing and tethering down the piston shaft can also be done to save package size as well as allowing for more dampers/ components to be added to the shipment. Keep in mind though when doing this to avoid at all cost scratching the piston shaft surface as it may get damaged requiring a replacement then be required.

OEM replacement struts and shocks commonly come packaged like the image above to both help with packaging in a smaller box as well as help in protecting the piston shaft as it would be compressed into the body.

–Package insurance is recommended. Should any product happen to be damaged during freight, the insurance would cover at least the declared cost. Please contact us if you need to determine the declared cost/value of an item. That way, should the damage be covered by the freight forwarder, you will have sufficient value to get a replacement.

Following these suggestions should at least give you the peace of mind that the damper/s being sent in for service will not incur any damage on its way to our facility. Unfortunately I cannot guarantee that the package and contents will be received in undamaged condition. There are times that the freight courier may not have the best consideration for care of packages being shipped. Avoid any of these headaches and take further consideration when packaging and sending in your damper/s for service.

OVERHAUL PISTON ROD CHANGE

Posted on January 29, 2014 by Sergio M.

We have received many overhauls over the years, a lot of the times we Highly suggest to change the piston rod out due to scratches, dents, pinhole damage. Below you will find the images of why we highly recommend to have them changed.

Above is the Microscopic view of a Pinhole damaged Piston Rod. As you can see if the piston rod is reused like that, that pinhole can rip or damage the new seal, and gas can leak from where the pinhole contacts a portion of this seal due to improper sealing.

See on the image below how it can have multiple damages that would require to highly change the piston rod for a new one.

The image below is of a Microscopic image of a Linear Scar on the piston rods. This would need to be changed due to that deep liner scar. Same problems can happen where the dust seal may be damaged from contact with this scar, and gas leaking past the seal since the scar creates a gap (improper seal).

Scratches on the piston rod are one of the most common. Below you will find the Microscopic image of the scratched area will give you a better understanding as to why we would need to change the piston rod for the rebuilt.

Last but not least would be the Microscopic Image of the Dents, these dents can be done to the piston rods from any rocks or debris on the road.

This is how it would normally look on the piston rod without the microscopic image.

As you can see why we would highly recommend to have these type of piston rods changed. All of these could have been one of the major problems that might have blown your dampers initially.

If you have any questions regarding our overhaul services and/or pricing, please feel free to contact us.

Overhaul Season

Posted on December 5, 2013 by Omar A.

What’s up, all?!! Just a friendly reminder that the winter season is the ideal season to submit your dampers to us for an overhaul. To those who don’t know what an overhaul means, basically we freshen up the dampers to a like new condition.

The standard turnaround time is between three to five weeks. The repair time frame depends on the condition of the dampers. Dampers with less damage are typically overhauled under two weeks. However, repairs to severely damaged dampers can be prolonged up to five weeks. Unfortunately, we cannot confirm a repair time frame, nor exact overhaul total until the dampers are inspected.

Before you submit your dampers to us, make sure fill out our overhaul agreement form. Please visit the link provided below to obtain this form.

OVERHAUL PAGE

Feel free to contact us should you have any other questions.

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