Frustrated due to an uncomfortable and bumpy ride? You have just one component to blame and that&#;s the shock absorbers in your vehicle. From making your ride miserable to impacting handling performance, broken shocks are a nuisance. Replacing them can be even harder because of the wide variety of products available in the market. This guide will make your shock or strut buying experience hassle-free and keep you informed so you get the best buy for your buck and match shocks to your exact needs.
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1. What Are Shock Absorbers And Why Do I Need Them?
2. What Are The Types Of Shock Absorbers?
3. What Should I Consider Before Buying Shock Absorbers?
4. What Are The Top Brands Of Shock Absorbers I Can Choose?
5. What Are The Symptoms Of Failing Shock Absorbers I Should Know About?
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What Are The Types Of Shock Absorbers?Shock absorbers are integral suspension system components that dictate many important suspension and vehicle characteristics. This is why they can be classified based on many different categories. The most important categories are as follows:
Certain shock absorbers are structural components of the vehicle like a strut and so the construction can vary according to the suspension type. Essentially there are three types of shocks that can be distinguished based on construction: Spring-seated or coilovers, struts, and shock absorbers. Shock absorbers have a chamber with a piston. This chamber is filled with some sort of fluid that resists the movement of the piston arm. Struts and coilovers have a shock absorber as the main component but the construction is varied. They usually have coil springs attached to the housing.
The difference between struts and coilovers is that struts are designed to bear larger side loads and are mounted directly to the vehicle&#;s chassis. Coilovers are commonly used in place of conventional shock absorbers and also replace the factory suspension springs. An advantage of this arrangement is the adjustability of the ride height. By altering the spring length, you can change the ride height of the car. Struts can be further classified into repairable and non-repairable types where the repairable ones allow the replacement of individual components like springs and shock absorbers.
Shock absorbers can be classified based on the internal design of the chamber that produces many different types of shock absorbers. The most common types are Mono-tube and Twin-Tube shock absorbers. Mono-tube shocks have a single tube in which the piston is suspended, whereas in the twin-tube design there are two chambers &#; outer and inner tube. Twin-tube shock absorbers are commonly used in commercial vehicles due to their agreeable characteristics whereas mono-tube designs are common in sports applications.
Adjustable Shock absorbers allow the user to fine-tune the shock absorber in many different ways to suit their exact needs. The user can adjust the compression and rebound damping. These parameters determine how the shock absorber will react when operated. However, you require a keen understanding of the device to be able to effectively tune the shocks and get useful results. For most folks, non-adjustable type shock absorbers are the better fit.
Shock absorbers can be further categorized into two types based on the fluid used inside the chamber. Although all shock absorbers have some sort of hydraulic oil, some shocks use special gasses along with the conventional oil to prevent aeration, enhance heat dissipation, and ultimately perform better. On this basis, you can classify shocks into hydraulic and gas shocks. Gas shocks usually have pressurized nitrogen gas inserted into the chamber. Gas shocks usually come with a reservoir where pressurized gas is stored. This reservoir may be directly attached to the shock absorber housing or can be placed away and have lines running to the shock. Gas shocks tend to be aimed toward off-roading and heavy-duty applications where there is a constant requirement of shock absorption like when driving over rough terrains.
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What Should I Consider Before Buying Shock Absorbers?As you can tell from the many types, shock absorbers vary in many different ways and so it is easy to get confused when purchasing new ones, especially if you want something better than what came from the factory. The below list provides an insight into factors you should be considering before you buy new shock absorbers for your vehicle.
Your shock absorber choice largely depends on your driving condition and style. Everyday commuters that stick to highways and roads can opt for reliable and durable steel twin-tube shock absorbers. Within twin-tube shock absorbers is Position sensitive damping and Acceleration sensitive damping twin-tube shock absorber. These offer many advantages over standard twin-tube shocks like faster damping response, providing more comfort, and can be an upgrade over the factory twin-tube shocks.
For those who often track their vehicles or go on unpaved surfaces like off-roaders and racing vehicles, the better choice is mono-tube shock absorbers. These types of shocks are capable of withstanding harsher driving conditions that can be found in racing and off-roading applications.
The cost of shock absorbers can get really steep the more high-performance they are. Twin-tube shocks are usually an affordable replacement choice for most users. However, position and acceleration sensitive damping twin-tube shocks can be more expensive but worth the extra cost due to the better performance they give. Monotube shocks can get quite expensive but are a necessity in performance applications. Heavy-duty shock absorbers and struts also cost more but are a long-lasting and durable choice for those who have larger vehicles.
If you want high-performance shock absorbers then you need to look to the aftermarket as OE replacements are pretty limited. Different manufacturers have different offerings that are suited to different users. OE counterparts are designed for a broad user base and do not cater to any specific applications. On the other hand, aftermarket brands can provide solutions for even the most unique shock absorber needs. The features mentioned along with each brand can help you decide which brand meets your shock absorber requirements.
Another shock absorber variation you need to consider is the material they are made of. The material the shock is made of can influence many important characteristics like performance, weight, and price. Shock absorbers are available in steel and aluminum. Steel shocks are affordable choices and have a good lifespan and performance. However, they are heavier, cannot be adjusted, and are susceptible to corrosion after prolonged usage. Aluminum shocks are lightweight which helps reduce unsprung mass and can be adjusted which allows the user to alter the ride height. Although these performance benefits come at a premium price.
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What Are The Symptoms Of Failing Shock Absorbers I Should Know About?Understanding the failures of the struts or shock absorbers before major problems arise and having them fixed is necessary for the best vehicle operation, a smooth ride, proper handling, and most importantly &#; stability. Here are a few shock absorber failure symptoms:
A. Bumpy Ride
If the ride feels very bouncy then it is an indication that the struts or shock absorbers have failed and do not dampen the road disturbances effectively. Experiencing a bumpy ride can mean that there is an issue with the dampening of the bumps which means that the shock absorbers or struts are failing to do their job. In such a situation, to verify if the shock or struts are worn out, one can do a bounce test. Simply push your entire weight down on your car&#;s bonnet. Release and count the number of times the car bounces. If it bounces more than three times, then there is a problem with your shock absorbers or struts.
B. Dipping, Leaning Or Swerving Of The Vehicle
Another prominent failure symptom of the suspension system can be observed while accelerating, braking or cornering. If the vehicle leans backward during acceleration, or nose-dives during braking, or leans from side-to-side while making a turn then the shock absorbers and struts are worn out causing a complete failure of the system.
C. Excessive Vibrations
The job of the shock absorbers is to absorb the shocks that occur as the vehicle goes over bumps and uneven surfaces on the road. If the shocks fail then these vibrations make their way into the cabin and create an uncomfortable ride. These vibrations can also be felt at the steering wheel and can hinder the movement of the vehicle causing the vehicle to pull to one side, involuntary turns, and loss of control.
D. Noticeable Leaks
The hydraulic fluid within the shock can start to leak if the shock casing is damaged or the seals wear out after prolonged use. The leak will cause the hydraulic fluid level to decrease to a point where the shock absorber loses functionality. If you find excessive liquid surrounding the shocks then have them replaced immediately. Note that a thin layer of liquid can be present over the shock after the piston has expended leaving behind some residue. This is natural and there&#;s nothing to worry.
E. Uneven Tire Wear
One of the functions of the shock absorbers is to maintain tire contact with the road surface. If the shocks are worn out, the tire contact patch is abrupt and so the tires do not wear evenly. However, uneven tires can be caused by many reasons so it is important to check the shock absorbers.
If you ever want to hear a manufacturing engineer swear, just mention the word &#;springs.&#; The coiled components come in a wide variety of sizes, and they&#;re used in many mass-produced products, ranging from pens and syringes to valves and lightbulbs. But, tiny springs often cause big headaches when it comes to automated assembly.
Many engineers have horror stories about the pesky parts. &#;They&#;ve been a nightmare forever,&#; says Carl Nelson, president of Performance Feeders Inc. &#;Springs can easily get you in a lot of trouble. There are many variables with spring designs, and each application is different.&#;
Springs are often a very inexpensive component in an assembly. However, the problems created in detangling and handling them can greatly affect the productivity and efficiency of automated assembly systems.
&#;Springs are inherently difficult to handle for a variety of reasons,&#; explains Jeffrey Given, president of Comtech North America. &#;When handled in bulk, they have a tendency to get tangled together. This problem is magnified if the spring has open-end coils, which can result in the springs being corkscrewed into one another.
&#;Springs are different from most other components,&#; says Given. &#;They tangle, bounce and, depending on the design of the spring, need to be fed and oriented in a variety of positions.
&#;In an automated application, springs are loaded into a feeding system in bulk and many times must be separated before they are oriented and fed to the next step in the assembly,&#; adds Given. &#;If not careful, springs can be damaged by an operator trying to separate them during [a semiautomated] assembly.&#;
Tangled springs present the biggest challenge. If a spring can be separated, it can usually be fed in some way.
&#;One of the problems we face when feeding springs from bulk is keeping them separated when they are being queued up and escaped,&#; Given points out. &#;If the spring has closed ends, this normally isn&#;t an issue, but if there are open ends or if the spring is a conical or torsion spring, we will look for other ways to handle the springs.
&#;As customers are requiring higher feed rates in their assembly processes, we [are forced] to develop ways to not only wind the spring faster, but deliver the springs to the point of assembly more quickly,&#; says Given. &#;This is compounded when the springs also require testing of any kind.&#;
Bob Rice, team leader for applications engineering at Automation Tool Co. (ATC), says springs are a challenge for four basic reasons:
Springs are also difficult to work with because they are often small and easily damaged. They are typically bowl-fed, which can cause the springs to become tangled. This problem is usually common with springs that are tightly wound and contain open ends.
Size can also present a challenge if the outer diameter is close to the same size as the free length. When the outer diameter and free length are a similar size, springs can easily lose orientation in the escapement, causing the part to get jammed and the assembly machine to shut down.
&#;There are so many varieties in shape, size and material commercially available, that it&#;s sometimes difficult to select the &#;right&#; handling device out of the gate,&#; says Peter Heinz, applications engineer at Sortimat Technology. &#;The goal is to singulate springs for manual or automated handling. If this can&#;t be guaranteed, we have to get creative.
&#;If it is not a mature product, we usually have the option to suggest design changes to the spring,&#; adds Heinz. &#;Tolerances on springs are usually a bit larger and [require] a more generous approach when fed, like straightness, length, outer diameter and cleanliness.
&#;How the springs will be presented is key,&#; Heinz points out. &#;Usually, springs are supplied in bulk and placed in bags with random orientation. [Whenever possible, it is] nice to have springs provided in trays or any other way for individual pick-up. We&#;ve seen this done more in Europe.&#;
There are many types of feeding systems available for handling springs in bulk, depending upon the spring design, the difficulty in separating them, and the feed rates that are required. &#;If a fully automated system is required or if a particular spring is too difficult to separate and feed, in-line spring coiling is a great option and many times the best solution,&#; notes Given. &#;In-line spring coiling eliminates any tangling issues, as the springs can be coiled, cut and fed on demand, one spring at a time, to an operator or directly to the point of assembly.&#;
In addition, springs can be heat-treated, using a resistive heating method, and tested for the load, length and diameter of each spring, all as an in-line process. According to Given, this helps ensure that only &#;good&#; springs (springs within the required tolerances) are delivered to the final assembly. Any springs outside of the required tolerances are rejected prior to assembly.
A common problem when feeding springs through a tube in an automated assembly process, especially at higher feed rates, is the tendency for the springs to bounce when they are loaded into a nest or onto a mandrel of some kind. This pesky problem can usually be resolved by regulating the amount of air being used to transport the springs.
&#;Pens and syringes are perfect examples, because the volumes are ultra high,&#; explains Bill Bodine, partner at HB Automation LLC. &#;Any high-speed requirement, such as continuous motion or high-volume indexing assembly, will push the envelope for spring feed rates and magnify the difficulties exponentially.
&#;These are often springs that are delicate, floppy and feature wide-open coils,&#; adds Bodine. &#;Tiny tension springs used in micro switches are extremely difficult, because of where they go in the assembly and how the ends need to be attached to tiny features, all done in tension.&#;
The majority of springs used in automated assembly applications fall into one of five categories: Compression springs, extension springs, torsion springs, constant force springs or Belleville (disc) springs.
However, because of the wide variation of characteristics such as outside diameter, inside diameter, free length, wire diameter, diameter-to-length ratio and manufacturing tolerances, determining which spring is the most difficult to handle with automation is near impossible. Rather, each spring type has its own set of challenges.
&#;Torsion springs are more likely to tangle,&#; says Michael Limb, president of Spring Design Consultants. &#;Also, springs with tapered bodies do not settle in identical positions and are therefore difficult to feed.&#;
&#;Torsion springs often have external arms that create problems,&#; adds ATC&#;s Rice. &#;But, any open-end spring that allows them to thread together [can cause problems]. Tapered springs [are also challenging], because they nest in one another easily.&#;
&#;Poorly designed springs are the worst,&#; claims Nate Sornborger, engineering manager at Arthur G. Russell Co. &#;When product designers don&#;t know about design for manufacturing and assembly, they often [specify] springs with only the final function in mind and skip over the steps required to get it there. Some examples are compression springs with open ends, [which have] no groups of tight coils to prevent nesting; extension springs with incomplete loops on the ends so they hook together; and torsion springs with funny jogs in the legs.&#;
Automated assembly typically means bulk feeding, which can cause problems when springs are involved. Unfortunately, vibratory feeders struggle when there is tangling.
&#;Depending on the type of spring, whether it be compression, coil, tension, leaf, conical or z-fold, there are certain features to watch out for,&#; warns Bodine. &#;For example, a coiled compression spring, perhaps the most common, will tangle if the wire diameter is less than the coil thickness or if the ends are not closed to a greater dimension than the coil gap. Conical springs will screw into each other.
&#;But, other than feedability, the main difficulty with springs in automation is often the delicate nature of some small springs,&#; Bodine points out. &#;Often, springs can be fabricated on-line. [However, they often] require annealing, which just adds to the complication of that solution. All in all, I&#;d say wide open coil springs cause the most headaches, but it really comes down to feeding, singulating and orienting without damage.&#;
According to Given, cylindrical compression springs seem to be the easiest springs to handle and feed, but sometimes the most difficult to separate. He says torsion springs typically pose the biggest challenge to feed.
&#;We have several methods for separating torsion springs and feeding them one at a time to a single point of assembly or to multiple locations,&#; notes Given. &#;As every spring design is different, so are the requirements for feeding springs.
&#;Some torsion springs with smaller legs can even be delivered in a tube,&#; adds Given. &#;Springs can also be handled with a gripper system or device, fed down a guide wire or via a vibration track. If the free length and the outer diameter of the spring are close in size, the springs have the ability to tumble in a tube, which can affect the orientation of the spring as it is delivered. Another method must then be used to handle these springs.&#; A
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