t’s no secret that factory shock absorbers provide only minimal damping of road conditions. Why? Because vehicle manufacturers typically use mass-produced equipment to fulfill this important suspension role — these cylindrical devices that bridge the gap between the frame and axle are designed to limit the stress on the suspension while controlling tire hop and adverse tire wear. Without shocks at every corner, the suspension would react wildly, producing a harsh ride, suspension bottoming and ultimately, an unsafe ride.
Most factory shocks have hydraulic-fluid valving, whereby piston-rod movement is restricted to provide a damping effect between the axle and frame. The movement turns kinetic energy into heat, which is dissipated to allow the shocks to do their job. However, most inexpensive shocks do not dissipate the heat efficiently — and, thus, the movement turns into mediocre suspension control. This configuration has been around virtually forever and, unfortunately, it doesn’t take long before mediocre support turns to virtually no support.
Enter the shock-absorber aftermarket, which is loaded with products that improve the ride dramatically — and prevent premature wear. That was exactly the issue with my Ram 4 x 4 dually outfitted with factory shocks. Frankly, the shocks never did much to begin with, and the ride was rough, which was to be expected for such a heavily-sprung truck. The front- and rear-ends bounced and any less-than-smooth roads transmitted much of that jarring ride to the cabin and its occupants. At times, it was even hard to talk and use the instrumentation and media controls. Only the dog brushed it off as normal and had no problem being lulled to sleep.
Obviously, it was time for new shocks.
As previously mentioned, the aftermarket is flooded with good-quality shocks touted to improve ride and handling. For this project, Bilstein B6 4600 shocks (bilstein.com) were chosen based on previous experience and their reputation for performance and durability.
When you go into the company’s website, you can dial in the vehicle information and find fitment options. The B6 4600 shocks are the most popular factory replacements for trucks and SUVs. There are two options for the truck: the B6 4600 or a B8 5100, which is longer and adjustable and earmarked for vehicles that have been lifted. Both offer equal performance and durability and, according to Bilstein, there will be no difference in ride quality or capability. Some shops will push the 5100 shocks for the Ram trucks, even at factory height, suggesting that they will do a better job for those who spend more time off-road. But that’s counter to Bilstein’s recommendations. So, we stuck with the 4600 series shocks.
Bilstein hangs its hat on a 46mm monotube configuration that uses nitrogen-infused, high-pressure gas and digressive valving that react instantly to changing road conditions. Each model shock is tuned for the specific vehicle application and dissipates heat much faster than conventional, factory counterparts.
Installing the Bilstein shocks, of course, will not transform a heavy-duty dually into a smooth-riding half-tonner, but the results are refreshing as the ride becomes more civilized. The front end no longer porpoises after negotiating bumps and dips, and the general jittery feeling was squelched quite a bit. The truck never handled badly, but road feel, nevertheless, is better — and certain body parts are now jostled with less hostility. There’s no wiggle in the steering wheel and big bumps are taken with much more control, which improve driver fatigue. Even some of the body rattles have been tempered.
Going into this project, new front tires were wearing unevenly and had to be replaced at 20,000 miles, which is premature. We’ll see if that improves, although Bilstein claims the shocks will help stabilize tire wear.
Installing the Shocks
This is one job that just about any do-it-yourselfer can handle with not much stress. The new shocks bolt on using existing rear bolts; new bushings are provided for the front and, as long as there is access, the job goes pretty smoothly — just make sure the tires are chocked for safety. There was plenty of room to move around without jacking up the truck; those with big beer bellies might need to lift the frame somewhat and roam around on a creeper, depending on the model truck. If you do so, be sure to use jackstands rated for the weight of the truck.
Removing and replacing the rear shocks was uneventful and only common hand tools were needed, although a power ratchet will speed up the process. The Bilstein shocks are banded to keep them compressed for installation; once in place, the bands are cut and discarded.
Up front was another story and took some backyard ingenuity to get the new shocks mounted. The front shocks use a threaded rod and two bushings to keep them secured to the tower. Access is under the hood and removing the old nut was difficult because it was almost impossible to reach the nut from the top. Working the left-side wheel was even more restricted, so we pushed the plastic fender shroud out of the way with a screwdriver, blocked it to keep the gap open and used an open-end wrench to slowly remove the nut.
Getting the new shock placed required a ratchet extension and a swivel end with the socket, which was taped in place to prevent separation and digging out lost tools in the bowels of the engine compartment. Once the shock was in place, we were able to slowly get the top bushing in place and the nut tightened.
Even with fumbling with the front shocks, we had the job completed in less than two hours.
Granted, Bilstein shocks are more expensive than standard replacements, but if you shop carefully online, you can find decent prices. The shocks for this project were purchased on Amazon for $347.99, which is well worth the improvement in ride and handling, to say nothing of the mitigation of adverse tire and suspension wear.
