The most proven name in off-road damping — and hardware that only earns its price when it's set up. We sell Fox, install Fox, tune Fox, and rebuild Fox, all in-house.
We carry Fox because the hardware is honest: consistent damping, rebuildable architecture, and a parts ecosystem that keeps a shock alive for a decade. And we insist on setting it up because the industry's dirty secret is that most premium shocks run their shipped settings forever — sprung for a hypothetical rider, valved for a terrain their owner has never seen.
Every Fox package we sell leaves through the shock tuning program: sprung to the machine's real weight, valved for the actual terrain, clickers documented, and the post-ride follow-up included. That's the difference between owning Fox and benefiting from it.
Where it installs: long-travel systems on RZRs and KRXs, upgrade packages on stock-geometry machines, and dirt bike forks and shocks serviced with the same bench discipline. Rebuilds and revalves happen here, not in a shipping box to California.
Fox's catalog rewards buyers who know what the tiers actually buy — and punishes the ones who pay Factory prices for trail riding. Here's the ladder, told straight.
What the upgrade unlocks: damping that stays consistent as heat builds — the exact place stock shocks fade; a genuinely usable adjustment range instead of three token clicks; rebuildability that makes the shock a ten-year asset instead of a sealed disposable; and resale value, because a machine on documented Fox hardware sells itself.
The tradeoffs, told straight: premium shocks are a maintenance commitment — seals and oil roughly every hard season, nitrogen checks between. The buy-in is real money, and on a lightly-ridden trail machine with decent stock suspension, the honest answer is sometimes "keep the stockers and spend the budget on tires." We've said exactly that to buyers holding a credit card.
The middle path most owners miss: a rebuild-and-revalve of existing Fox hardware. If your machine came factory-equipped with Fox (many RZRs, Can-Ams, and KRXs did), the shocks you already own — resprung and revalved for your actual weight and terrain — often outperform a new set installed at box settings, for a third of the cost.
That's the conversation we start with. New hardware when the machine needs it; setup work when that's the real gap. The shock tuning page covers what setup actually involves.
The hardware is half the purchase. These three disciplines are the other half — and they're why our Fox installs ride like the marketing promised.
Dual-rate spring stacks live or die on crossover point — where the tender coil gives way to the main. We set spring rates to the machine's real corner weights (accessories, passengers, cargo included) and set crossovers for the terrain's actual hit profile. Wrong springs make great valving irrelevant.
Shipped valving assumes a median machine on median terrain. Texas riding isn't median — Gulf Coast whoops, root-laced woods, and dune weekends each want different compression and rebound behavior. We valve for your split of them and document the clicker baselines so you can always come home to a known-good setting.
Seals, oil, nitrogen charge, and shaft inspection on our own bench — typically inside a week, not the mail-away month. Hard-ridden machines want it seasonally; the oil's condition on teardown tells us honestly whether the interval fits your riding.
Same documented sequence as every build in the shop — full detail on the build process page.
Machine, terrain split, pace, and load. The honest tier conversation happens here — including "keep the stockers" when that's true.
Series, springs, and any geometry work quoted in writing, with real availability dates.
Installed, sprung to real corner weights, valved for your terrain, clickers documented on a card you keep.
You ride it; we adjust. The included follow-up session is where the last ten percent of the setup lands.
Honest tiering: Podium-class for trail machines that want quality damping without racing pretensions; Performance Elite for aggressive riders who'll use the adjustability; Factory Race series when the machine and driver genuinely operate at that pace. We'll match the tier to your riding, not your maximum budget.
Yes — seals, oil, nitrogen, and valving on our own bench, typically inside a week instead of the mail-away month. Hard-ridden machines want it roughly every season; if the oil comes out black, it was overdue and you'll feel the difference immediately.
When they're set up — dramatically. When they're bolted on with box settings — barely. The hardware upgrade is real (better damping consistency, rebuildability, adjustment range), but setup is where the transformation lives, which is why ours never leave without it.
Gladly — a shock is a shock on our bench regardless of where the receipt lives. Springs, valving, nitrogen, and clicker baselines get the same treatment as hardware we sold. Setup neglect is the industry norm; fixing it is most of what this program does.
Factory-fit Fox is real Fox, but it ships sprung and valved for a median buyer and rarely gets serviced afterward. A respring, revalve, and fresh oil on the set you already own is often the best suspension money a stock-shock machine can spend — a third the cost of new hardware, and set up for you specifically.
Fox anchors the suspension wall — these are the neighbors it works alongside on complete builds.
Tell us the machine, the terrain, and the pace. We'll spec the right Fox tier and hand it back actually set up for you.
(713) 555-0182