Shock Bushings for 0

A shock absorber on your only works if both ends are held firmly enough for the suspension to compress and extend it. Shock bushings are what hold it, while still letting the shock pivot as the suspension swings through its arc.

They cost very little, almost nobody thinks about them, and they quietly decide how much of your damper you actually get.

Movement in the Mount Is Damping You Never Get

A damper works by resisting motion and turning it into heat, which means the only motion it can resist is the motion that reaches it.

When the bushings at either end go soft, part of every input goes into the shock moving within its mounts rather than into the shock being compressed. The damping still happens, but it arrives late and reduced, so the suspension gets an uncontrolled moment at the start of every bump before the shock begins doing anything about it. What you feel is a car that floats more than it should, takes longer to settle after a dip, and never feels properly tied down even though the shocks themselves are fine.

That is worth knowing if you have spent real money on dampers. A quality shock working through worn mounts cannot deliver what it was built to deliver, and plenty of people conclude their new shocks were a letdown when the actual problem was a few dollars of shock bushings at each end.

There is a wear cost too. A shock that can move in its mounts is being loaded sideways rather than purely along its axis, and shock shafts and seals are not built for that. Left long enough, worn shock absorber bushings shorten the life of the damper itself.

Where the Shock Actually Mounts on Your

Three arrangements cover almost everything, and identifying yours takes one look underneath.

An eye mount has a ring at the end of the shock body with a bushing pressed into it, and a bolt or sleeve through the center holds it to the bracket. These carry load in every direction the suspension applies, and they are the common arrangement at the lower end of most shocks.

A stem or pin mount uses a threaded shaft through a hole in the mount, with a bushing and washer stacked either side and a nut clamping the whole thing. You will find these at the top of a great many shocks, and they are the easiest bushing on any car to replace since nothing needs pressing.

Then there are shock absorber to control arm bushings, where the lower end of the damper mounts to the arm rather than the chassis. That position sees everything the arm sees, which makes it one of the harder working shock mount bushing locations on the car and a common upgrade on platforms that use it.

Strut mount bushings sit at the top of a strut assembly doing a related job, isolating the strut from the body while letting it rotate with the steering. Those are listed separately.

Sizing by Dimension

Shock bushings are defined by their dimensions rather than the vehicle they came off, which is genuinely useful if you are running anything other than factory dampers.

An eye bushing is described by the outside diameter that fits the shock eye, the inner diameter that takes the bolt or sleeve, and the overall width. A pin bushing is described by the hole diameter it sits in and the shaft diameter it fits around. Get those numbers right and it works regardless of what badge is on the shock body.

That matters because aftermarket shocks very often use common eye dimensions, and the bushings supplied with them wear out long before the damper does. If you have upgraded your shocks and the mounts have gone soft, you are looking for a dimension rather than a part number.

Check the sleeve too. The shock absorber bushing sleeve, or crush tube, is what carries clamping load from the bolt, and using the right one is the difference between a bushing that survives torquing and one that gets squeezed flat.

Measure the eye rather than the old bushing, since one that has been cycling for years has spread at the ends and compressed through the middle and gives a figure that was never correct.

Why Shock Bushings Wear Faster Than Everything Else

Shock bushings get a harder life than almost any other position on the car, and the arithmetic explains it.

Every other suspension bushing moves when the suspension moves. So do these, except a damper works through its stroke on inputs far too small to register anywhere else, so shock bushings cycle constantly rather than occasionally.

Add a mounting position low on the car and directly exposed to water, road salt and grit, plus heat radiating off the shock body on a hard working damper, and factory rubber has a short and difficult career.

The usual failure is the shock rubber bushing separating from its metal sleeve or tearing away entirely, which is why a worn one tends to announce itself suddenly rather than gradually. One week the car is fine, the next there is a knock over every expansion joint.

Polyurethane holds its bore and resists the oil, grease and weathering that finish rubber off, which is why it lasts considerably longer in a position this exposed.

Symptoms of Worn Shock Bushings

• A knock or clunk over bumps and expansion joints, sharper than a control arm noise
• A car that floats, wallows or takes too long to settle after a dip
• Noise that worsens on rough surfaces and disappears on smooth pavement
• Rubber visibly missing, torn, cracked or separated from its sleeve at the shock eye
• The shock able to be moved by hand at its mount with the suspension unloaded
• Witness marks where the shock body has been contacting something it should not
• A new set of shocks that never delivered the improvement you expected
• Rear shock bushings worn while the fronts look fine, which is common on a loaded or towing vehicle

Installing Shock Bushings on Your

Pin mounted bushings are one of the few genuine driveway jobs in suspension work. The shock is unbolted, the old bushings and washers come off the shaft, and the new stack goes on in the same order. Watch which way the washers face and do not overtighten the nut, since crushing a polyurethane bushing flat removes the compliance it needs to pivot.

Eye bushings need pressing, and a correct diameter press tool protects the shock eye. Check the eye once the old bushing is out, because a bore worn oval will not hold a new bushing and means the shock itself needs replacing rather than the bushing.

Install any sleeve or crush tube supplied, since that is what carries clamping load from the bolt.

Grease on assembly with a lubricant made for polyurethane. Silicone and PTFE based greases are correct, while ordinary lithium and petroleum based greases can degrade the material over time.

Torque with the car on its wheels at ride height rather than hanging at full droop, since a shock mount clamped at droop puts the bushing in a twisted position it never returns to and it will bind and wear early.

No alignment is required afterward, which makes shock bushing replacement one of the cheapest improvements available on your once it has gone soft.

Find Shock Bushings for Your

Shock bushings are part of the Whiteline bushings lineup, alongside strut mount bushings for strut-equipped cars.

Select your to see the shock bushing kits available for it, front and rear, including shock absorber to control arm mounts, or search by bushing size if you are running aftermarket shocks. Every Whiteline component is backed by our warranty, a fitment guarantee and 60 day returns.