Shock Absorbers 101 – How They Manage Ride & Handling

Shock absorbers have been a feature of cars and trucks for over a century. There are numerous varieties, and they all function differently. In this post, we'll discuss the history of shock absorbers, their construction, and several options for your automobile or truck. Let's get going.

History

Wagons frequently featured leaf springs before internal combustion engines. When a wheel rises and falls, the leaves in leaf springs chafe against one another. The earliest type of damper in a wheeled vehicle, friction acts as a form of shock absorption.

Early wagons occasionally had separate dampers, but their main use was to reduce how far a wheel would sink into a rut or change in the surface of the road. These would be referred as as offering rebound-only damping in today's terminology.

Yet as cars gained motors, they moved more quickly, necessitating the need for something more. Spring, rubber, and leather were just a few of the materials that were used in the early shocks. Although the first hydraulic shocks were used in 1901, mass production didn't begin until 1912. Ford passenger cars from the late 1920s included hydraulic dampers as one of their initial applications.

For many years to come, numerous manufacturers employed lever shocks, and British Leyland used them in MGs and Triumph sports cars as recently as the middle of the 1970s.

Shock absorbers in contemporary automobiles

Although they were invented in the early 1900s, tubular shock absorbers didn't become widely used until the 1930s. During the time, there were primarily two categories of shocks:

• Twin tube, which consists of two tubes that are nested inside one another and a base valve. Hydraulic fluid travels through orifices to various chambers when the piston moves while the vehicle travels over bumps. This takes in the heat-radiating energy from the suspension movement. There are hydraulic and gas-charged twin tube shocks.
• Mono-tube, which features just one tube but two working and floating pistons. Both react to suspension movement in concert and release the energy of suspension movement as heat. High gas pressure, often nitrogen, is used to operate mono-tube shocks.

Despite the fact that both types of shocks are produced by a large number of companies, Bilstein and Koni were early adopters of mono-tube high pressure gas and twin tube hydraulics, respectively. These dampers are still produced by both businesses. Hydraulic shocks with low pressure gas are perhaps the most popular form of shock available.

Added to that

Another technology arose as the car business expanded. Adaptive suspensions in various types are the most popular. Citroen invented this technology, using hydraulic fluid and compressed gas to provide its cars both springing and damping. Modern suspensions contain solenoids and valves that regulate the hydraulic and gas shocks' damping properties.

More recently, GM invented MagneRide, which adjusts damping in reaction to road conditions by using electrical pulses and fluid with metallic particles.

Last but not least, air springs have been around for a very long time, but they became more well-known when they were used in (mainly luxury) cars with pumps to give adjustable ride height and dampening.

enough of the past. When looking for new struts and shocks for your car, what does this all mean to you? Let's examine who produces what and how they function.

Shocks for replacement, both OE and aftermarket

How do you choose which shocks to buy for your automobile as replacements? It presumably will rely on a few things:

• How well do the standard dampers suit you?
• OE versus aftermarket pricing
• a particular performance demand, such as using an autocross or towing
• What your mechanic can get for you or what is readily available for your vehicle.

Shock absorber aftermarket is substantial and vibrant. Moreover, certain manufacturers, including Monroe, Sachs, and KYB, sell to both OE and the aftermarket. Others, such as Bilstein and Koni, are absent entirely or are barely present in OE applications.

How do you decide? Here are a few things to think about.

Check your original equipment shocks to see if they are twin tube hydraulic or high pressure gas. Consider choosing new shocks with the same design. If you are unable to determine, they are likely twin tube low pressure gas.

• Popular items for your car: Some vehicle enthusiasts have a "favorite" brand of replacement shock. For instance, albeit for various reasons, owners of Ford trucks and BMWs appear to choose Bilsteins. Konis is generally well-liked by Volvo owners. Nevertheless, Mercedes owners frequently favor OE Sachs replacements. Examine forums and websites for car clubs to find out what people appreciate about your car and why.
• Fitment: Manufacturers of aftermarket shocks frequently combine several OE part numbers into a single shock absorber. The performance of the aftermarket dampers may differ from other models' if your automobile is a unique model or trim level.
• Koni, for instance, specifies the identical strut and shock set for a VW 2-door Golf as it does for a Jetta Sportwagen, despite the Sportwagen being longer, weighing about 300 pounds more, and having several other differences. On either vehicle, the Konis won't ride or handle the same.

These include price, durability, and warranty coverage. Although many drivers believe aftermarket struts and shocks live longer, they prefer OE struts and shocks. Also, even if purchasing things that are more expensive initially may result in financial savings when the cost of replacing labor increases.

The owners' preferences for ride and handling are highly subjective. A Bilstein HD shock may ride smoothly for some people, but it may be too harsh for others. Conversely, while some drivers may enjoy the agreeable ride of Koni Special Actives, others may find that they lack sufficient responsiveness when cornering.

What else is required?

One more thing: Don't skimp on the hardware and installation components. For some automobiles (such as Volkswagens), fresh mounts and new install bolts with a single use may be sufficient. Others, such as BMW, have rubber spring buffers and other wear parts. The outcome will likely fall short of your expectations if you install new dampers with outdated mounting components.

When updating suspension, doing some homework, shopping around, and, hopefully, using some of the information we've provided here can help you make a wise decision. Engine on!