Springs and shock absorbers: how to spot wear and tear without any “rattling” and how handling changes (Espoo–Veikkola)

Springs and shock absorbers They often wear down so quietly that no distinct “rattling” sound can be heard at all – yet handling deteriorates, grip is compromised and the tyres may wear out prematurely. The Espoo–Veikkola route involves driving on a wide variety of surfaces: motorways, built-up areas, frost-heaved sections and gravel stretches, and it is precisely in this kind of use that faults in the chassis’s damping and suspension often manifest themselves in the car’s behaviour, rather than as a noise.

This article explains how to identify wear and tear during a test drive and inspection, what changes you should look out for in everyday use, and why parts are often replaced in pairs. STS Evitskog (Kylmäläntie 350, 02540 Kirkkonummi) is a multi-brand garage with over 20 years’ experience, and these symptoms are seen practically every day in cars in the Siuntio–Espoo–Veikkola–Kirkkonummi area.

Springs and shock absorbers: why does wear become visible before you hear any noise?

The role of a shock absorber is to control the movement of the spring: it dampens the swaying of the car’s body, keeps the tyres in contact with the road and ensures that handling remains predictable. When the damping gradually deteriorates, the car may not necessarily make any noise. Instead, the driver begins subconsciously to “adjust” their driving: they take corners at a lower speed, watch out for ruts, or notice that the steering feels lighter and less precise.

The spring, in turn, supports the car’s weight and determines the ride height. A spring fault may be gradual (sagging) or sudden (breaking). A broken spring does not always rattle continuously: it may initially manifest itself only as a vague unevenness and wear on the inner edge of the tyre, as the wheel alignment and load change.

Technically, there is a simple phenomenon at work here: when the shock absorber no longer controls the spring’s movement, the wheel moves vertically more than intended. This momentarily alters the camber and toe, increases tyre load variation and reduces grip. A good general source of information on the role of shock absorbers in vehicle control is also Wikipedia (Shock absorber).

Test drive: how the springs and shock absorbers perform on the road (Espoo–Veikkola)

During a test drive, it’s worth seeking out situations where the suspension has to work hard: speed bumps, uneven junctions, rutted tarmac and gentle cornering. On the Espoo–Veikkola route, you’ll come across these naturally, and it’s precisely the repetitive cycle of rutted roads, motorways and built-up areas that reveals any deterioration in the suspension, even if there’s no obvious noise.

One practical test is to observe the body roll: for example, after going over a bump, the car should settle down quickly. If the front or rear end continues to “bounce” for several more cycles, the suspension may be weak. Another test is braking: if the front end dives excessively and the car feels unstable at the end of the braking manoeuvre, it is worth checking the condition of the shock absorbers.

What’s more, the feel of the steering tells you a lot. Worn suspension doesn’t always make the steering feel heavy; often it makes it feel imprecise: the car tends to drift in its lane, constant minor corrections are needed, and when cornering, it feels as though the body “hesitates” for a moment before settling. If, at the same time, the tyres are wearing unevenly, it is a good idea to check the wheel alignment and joints as well. You may also want to read: Car vibration under braking or at motorway speeds.

When the suspension no longer absorbs bumps properly, the car may feel “quite alright” – until you realise you’re constantly swerving to avoid potholes and correcting your steering.

Inspection without a clatter: what are we looking for when using a crane and taking measurements?

At the workshop, the springs and shock absorbers are inspected both visually and mechanically. The shock absorbers are checked for leaks (oily surfaces, dust build-up), the condition of the protective rubber boots and bump stops, and the play in the mountings. Springs are checked for breaks, rust damage and whether they sit correctly in the spring seats. Even a small break can alter the ride height and load distribution surprisingly significantly.

A simple “bounce test” in the yard is not always sufficient to assess modern shock absorbers, as damping may be poor at certain speeds or under certain loads. That is why a test drive and a crane inspection complement each other: the test drive reveals the behaviour, whilst the crane inspection identifies the cause. Often, the control arms, ball joints, tie rods, upper control arms and bearings are checked at the same time, as they can cause the same type of instability.

Measuring wheel alignment is a useful additional tool if there is clear uneven wear on the tyres. A fault with the suspension can exacerbate an existing alignment fault, and vice versa: incorrect wheel alignment puts strain on the suspension and springs. A guide focusing on tyre wear patterns can be found here: Uneven tyre wear indicates a fault.

How handling changes: grip, braking and tyre life

As damping deteriorates, the vertical load on the tyre fluctuates more. This is often first noticeable in handling on wet and uneven surfaces: the car may feel “restless” when cornering, and the traction control may intervene more readily than before. Long-wavelength oscillations (such as gentle undulations on a motorway) can also make the ride surprisingly bouncy, which tires the driver.

When braking, the effect is twofold: the front end moves more, whilst at the same time the rear end may lift, which can affect the car’s directional stability. Furthermore, if the rear shock absorbers are weak, the rear end may “jerk” to one side during uneven braking. These are precisely the situations where the driver does not hear any rattling, but notices that they are driving more cautiously.

In terms of a tyre’s lifespan, shock absorption is surprisingly important: when a tyre “bounces” for split seconds, it wears out as if it were being rubbed. If you’ve been changing your tyres more often than usual, or if the wear patterns are asymmetrical, having your chassis checked could save you money on your next set of tyres.

When is it best to replace items in pairs – and what else makes sense to replace at the same time?

It is often recommended that shock absorbers and springs be replaced in pairs on the same axle (front or rear), as the characteristics of these components directly affect the car’s balance. If you replace the shock absorber on only one side, a difference in damping force may develop on that axle, which will be noticeable when braking, cornering and driving over uneven surfaces. The same logic applies to springs: one may already be worn out or rusted, even if it hasn’t broken yet.

When the suspension is opened up, it makes sense to also check the “associated components” that affect the end result. At the front, these typically include the shock absorber upper mounts and bearings, dust covers and bump stops. At the rear, these include mounting bushings and any separate rubber spring isolators. Replacing these at the same time reduces the risk of fitting a new part into an old, loose-fitting environment.

If you’re not sure whether the problem is specifically down to the springs and shock absorbers or some other play in the suspension, it’s worth reading our guide to pinpointing the source of noises as well: Rattles and vibrations in the chassis: what causes these noises?. Although this article focuses on “no clunking” situations, the same systematic approach helps to pinpoint the fault.

Here’s how to go about it in practice: make your own arrangements and book a place at STS Evitskog

If you’re driving in the Espoo–Veikkola–Kirkkonummi area and notice any instability, start by noting down the circumstances: does the swaying occur at a certain speed, on a particular bend, or under a certain load? Is the difference particularly noticeable on wet roads, in ruts or at the end of braking? The more precisely you can describe the symptom, the quicker the cause will be found – and the lower the risk of replacing the wrong parts “just to be on the safe side”.

Next, check the tyres: is there a clear difference between the inner and outer edges, are there any signs of jagged edges or waviness, and is there a significant variation in tyre pressure? The tyres act as the chassis’s “gauges”. If wear has only started recently and the ride quality has changed at the same time, the springs and shock absorbers are the most likely culprits.

STS Evitskog in Kirkkonummi (Kylmäläntie 350, 02540 Kirkkonummi) carries out multi-brand chassis inspections and repairs, as well as diagnostics where necessary, for example if symptoms include the sensitive activation of driver assistance systems. When wear is detected, repairs are planned sensibly: often in pairs on the same axle and, where necessary, in conjunction with wheel alignment, so that the end result is evident in both safety and tyre wear.

Finally: if your car “doesn’t make any noise”, but it no longer feels the same as it used to, don’t wait until it fails its MOT or the tyres are completely worn out. Silent wear is precisely the point at which timely repairs are most cost-effective and bring about the greatest improvement in handling.