You also need to know if your vehicle uses stand-alone shocks that attach to the vehicle suspension or frame, or if it uses shock-absorber units which integrated into a suspension strut, such as the MacPherson or Chapman strut. Your car may even have a combination, using shocks in the front and struts in the back. Struts can be difficult to replace, so it’s best to let a professional handle that job.
Coil shocks are manufactured with a coiled spring around the body of the shock, which supports the weight of the vehicle and controls the movement of the suspension. These are adjustable, which means you can alter the height of your truck for optimum performance. [3] X Research source Twin-tube shocks have a set of tubes, one inner and one out, that house the piston, along with a layer of shock fluid and air, which can have a tendency to create a foamy, frothy mixture that can affect performance, though some modern variations feature a nitrogen mixture that addresses the issue. These are common on off-road vehicles. [4] X Research source Monotube shocks feature a tube and two pistons, which work essentially like the twin-tube shocks work, with one piston separating the layer of nitrogen from the air. It runs cool and is a popular performance choice for trucks. [5] X Research source Reservoir shocks are filled with fluid, and either pressurized air or nitrogen. As the shock absorbs bounce, the fluid contacts the gas, causing resistance and dampening the spring action.
Shocks will be affixed with a vertical bolt that has to be extracted from within the engine bay or the trunk, or may be positioned at the top by a horizontal bolt that has to be unfastened and knocked out of position.
To unfasten the bolts, turn the socket and ratchet counterclockwise, greasing the bolts with penetrating fluid to eliminate any surface rust, if necessary.
Depending on the assembly, you may also need to disengage the knuckle at the top of brake assembly to get the the shock. Consult your owner’s manual to find out for sure. Use the same process to remove the nut that is positioned at the top and keep the nuts separate so you will know which one goes where when it is time to install your new shocks. [8] X Research source
One common frustration occurs when your piston rod keeps turning with you as you’re trying to loosen the nut. You can use locking pliers on the end of the rod and keep it from turning with the pliers while loosening the nut with a wrench, but that can be just as frustrating. There’s a hollow hex kit that fits over the rod and a tailored wrench made for the purpose, available at any auto parts store for about eleven bucks. If you need to bang on the bolt with a hammer or the end of your wrench to get it loose, that’s ok, but make sure you put one the nuts back on to use as a hitting surface. Don’t risk misaligning the bolt and messing up your ability to reinstall the shock properly. Let the metal cleaner do its work and take your time. It’ll give.
