Struts Damper
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Struts Damper
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 2 BMW Rear Hood Damper Strut Lifts  US $31.95
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 1995-2001 BMW 740I 740IL 750IL E38 Hood Shock Strut Damper NEW US $15.63
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When Just-Auto.com recently examined "Tomorrow's shock absorbers," they began from this perspective: "Ride control is basically governed by a vehicle's suspension system, including its shock absorbers (dampers) and struts. For the last decade or so, the high-end technical emphasis has been on developing dampers in which the damper rate can be varied according to the road conditions."
Producers of custom-molded rubber and rubber-to-metal bonded parts stand at the forefront of the shock absorbing future that is the focus of the site's examination. That is because such companies specialize in rubber-to-metal bonding of dampers, isolaters and mounts for noise and vibration control. Obviously, the latter accomplishment plays a vital part in ensuring a smooth ride out on the road.
In its analysis, Just-Auto.com went on to point out, "Technically speaking, the term 'shock absorber' is a misnomer because the device doesn't, in the strictest sense, absorb shock at all." Rather, it "is designed to dampen the movement of the springs." The Website then adds, "The sole purpose, however, of the more accurately named 'damper' in any suspension system is to control the spring's oscillations."
Indeed, vibration occurs when mechanical oscillations take place about an equilibrium point such as those on a vehicle's tires, wheels, hubs and spring mounts. Custom-molded rubber and rubber-to-metal bonded dampers put a damper on, or slow down, those irksome oscillations.
"There have been some advances made to shock absorbers which may be referred to as trends. To improve ride comfort without adding to cost, manufacturers are creating a longer shock absorber movement," Just-Auto.com continues. One of the latest trends that is "'highly influential' in automakers' buying decisions" is rubber-bonded-to-metal parts know as elastomers that reduce noise and vibration.
Leading producers of custom-molded and rubber-to-metal bonded parts for noise and vibration control are constantly utilizing up-to-date CAD software to design and construct new tooling and new elastomer formulas. In fact, some such producers have formulated over 1,000 different elastomer formulas, thereby ensuring decades of dependable service. The high grade neoprene elastomers such companies produce have good resistance to flame, oil, gasoline, natural aging, abrasion and weather.
What else is special about the technology? An elastomer "allows the damping characteristics to be changed in milliseconds, [thereby] ensuring the occupant a smooth transition between comfortable ride and a safe handling." Continuous damping, in particular, is the wave of the future. Unfortunately, the rubber-to-metal vibration control technology is currently only available in top-tier vehicle segments. "Given that much of this continuous damping technology is initially only available as optional equipment, it is up to dealership staff to sell its benefits," the Website stresses.
New suspension modules, like corner modules, are another trend the auto industry is embracing. "Suspension corner modules include brakes, struts, strut mounts and bearing elements as well as suspension bushings and vibration control elements." For most customers, industry experts predict, corner modules are "here to stay."
Thanks to the constantly updated technology involving custom-molded rubber and rubber-to-metal bonded parts for noise and vibration control, tomorrow's highway rides are looking and feeling a whole lot more comfortable and smoother.
Carmen Fontana is a Web Services Manager for Western Reserve Internet Services. Karman Rubber is a world leader in vibration control.
What are Air Suspension Kits?
Air suspension kit will replace the old air suspension system with passive coil over strut which is an exact fit. The suspension kit will give you a smooth ride to your car. The kits are available in various sizes and according to the purpose they are used. There are two methods for installing the suspension kit. The kits are available in small, medium and large sizes. Smaller suspension kit usually consists of 1.5 or fewer inches. These kits are inexpensive and also very easy to fix because the complication involved is very less.
Air suspension is one of the vehicle suspension which is powered by the engine, compressor or by electric air pump. The air is pressurized by the pump, using compressed air as a spring. Steel springs are replaced by the Air suspension kit. Suppose if the engine is of fed for a long period of time the vehicle will settle in the ground. The main reason of using air suspension kit is to give a smooth quality of riding and sometimes for self leveling. Air strut or air bag failure is normally created by wet rot, because of moisture or old age within the air system which damage them from inside. Due to the rubber dries out there is a chance of failure of air ride suspension parts. The air bag punctures are caused because of the debris on the road. Air suspension is of three types. The tapered sleeve, the double convoluted and the rolling sleeve are the basic three types. For the front driven suspension the double convoluted air suspension is used and has the capability of carrying more weight when compared to other types. This type is mostly used in vehicles which carry heavy load like trucks. Since it is made up of two air bags which are connected by a short stroke it is known as double convoluted. Tapered sleeve is fixed in rear suspension which is conical in shape. They are mostly used in vehicles that do not carry heavy load. It is commonly used in luxury sedan where smoothness of the driving is one of the essential things. Rolling sleeve air suspension is also used on rear suspension which is cylindrical in shape. They are used in vehicles like sport cars which need excellent handling. Air suspension kit has more advantage when compared with steel spring suspension. Air suspension has a wide turning range and does not require any adjustment like steel springs. Air suspensions are easy to improvise than the spring system, which means that the customer can select their own level of hardness or softness by easy methods of tuning. Air suspension can provide a comfortable ride with carrying heavy loads. The three major components of a suspension kit are springs, dampers and anti-sway which have to be clearly defined and explained. The four major types of springs are leaf, torsion, coil and air springs. All the four are very important. Dampers are nothing bur shock absorbers.
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do i need these parts for a good set up ..lol?
stage 2 clutch, light flywheels, short shifter, ecu, headers, cold air intake, oil and air filters, cams, control arms/chambers/shocks/struts/coilover/sway bars.. exhaust, newer gaskets, engine damper, tesp pipe then engine swap?
i have a 93 civic ex 5speed..
trying to make it more fun to drive
engine mods will probly be the last thing i want to do..
is this a good set up?
do i even need all this
or leaving anything out..?
In all honesty, I wouldn't take John's advice. He's enthusiastic, just not experienced. First, figure out your eventual power goal, then get the right clutch for that power level. That way, you don't get a clutch that's too soft and just burns out in 5k miles, and you don't get an ultra heavy one that holds 3x the power you're making, just making your leg sore. Lightweight flywheel is worthwhile, more so for corners than for drag racing, but still worth while. For fun factor, a short shifter is definitely necessary. A cold air intake is a waste of money. It'll be worth about 3hp for $300. Also, you will have to get any sort of intake and header (civic's only have 1 head, so they only have 1 header), because the ones for your current engine won't fit a completely different engine. I also wouldn't do a test pipe...they're illegal for a reason, they delete the catalytic converter, which is a federal violation. You would want to have the ECU tuned when you get some other engine parts that necessitate it, as the tune by itself won't be worth much. I would start with the suspension if I were you. Get GOOD coilovers, anti-sway bars, braces first, and then get a good alignment. Then get some good wheels, no larger than 16", 15s are better, with quality tires. Then, get the exhaust, header, intake, flywheel, clutch, shifter, ECU and let them sit until you get the engine. While you have the engine out, change the water pump, oil pump, timing belt, spark plugs, wires, distributor cap and rotor (if the model you're getting uses a distributor). That way you don't have to worry about them going out with the engine IN the car, where they are infinitely harder to reach. And changing the head gasket wouldn't be a bad idea either.
Then, when all that's done, set aside a week. Why? Simple. That way, you have plenty of time to pull the engine out, tow the car to the carwash and clean out the engine bay as best as possible, get the new engine in. Then you have plenty of time to wire the ECU (I'd assume you're doing a DOHC VTEC engine like a B18C or if you're really adventurous, a K20Z1), connect fuel lines, etc. and get the car running reliably without wires coming apart, etc. Then, if you're doing really well, you can have a couple days left on the vacation before you go back to enjoy the car. And once you get the engine in...it won't take long before you want more power. I'd probably swap the cams too while the engine is out, and maybe even the intake manifold (if available).
2001 Honda Civic LX from North America - Comments
After only 12000 km, both front shock absorbers were changed by the dealership at no cost. Honda is well aware of this problem that affects a great number of 2001 civic coupe. Six months later, the car`s front suspension felt like it was very rough and loose again.
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