Suspension - Lift Kits, Shocks and Technical Information

A little oil on a shock can look worse than it is. Shock absorbers rely on hydraulic oil, seals and moving components to control the vehicle. Over time, a small amount of oil may appear around the seal area. That does not automatically mean the shock has failed. What matters is how much oil is present, how far it has travelled down the shock body and—most importantly—how quickly it returns after the shock has been cleaned. That is the difference between normal weepage and a shock that needs attention. Shock weepage vs leakage: the five stages 1. Light weepage — approximately ¼ of the outer tube A light film of oil around the upper section of the shock can simply be the result of normal seal lubrication. What to do:Clean the shock body, continue driving under normal conditions and monitor it. If the vehicle is driving normally and the oil film remains light and stable, immediate replacement is generally not required. 2. Moderate weepage — approximately ⅓ of the outer tube More visible oil deserves a closer look, but it still does not necessarily mean the shock requires replacement. What to do:Clean the shock thoroughly and take a photograph. Drive normally for two or three days, then inspect it again. You are looking for how quickly fresh oil returns and how far it spreads. 3. Leak or running drips Once oil is visibly running down the shock body or forming drips, you are beyond normal weepage. What to do:Arrange an inspection promptly. The shock may be losing enough oil to affect damping performance and should be assessed before harder vehicle use. 4. Active leak — approximately ½ of the outer tube If fresh oil is covering roughly half of the shock body, the leak is significant. What to do:The shock should generally be professionally rebuilt or replaced. Continuing to use a leaking shock—particularly on a loaded vehicle, while towing or over corrugations—can result in reduced suspension control. 5. Severe leak — entire body and lower bushing Oil covering the full shock body, reaching the lower mount or bushing, or actively forming drops is a severe leak. What to do:Replace or professionally rebuild the shock. At this point, inspection should not be delayed. Not sure? Use the clean-and-recheck test Oil mixed with road grime can make a small amount of weepage look much worse than it really is. The quickest way to understand what is happening is to establish a clean baseline. Photograph the shock and record the vehicle’s odometer. Clean the shock body so there is no existing oil or dirt hiding the source. Drive normally for two or three days. Inspect it again and compare it with your original photograph. The important part is the rate of return. A light film that slowly reappears and remains around the seal area is very different from fresh oil running halfway down the shock after a single drive. While assessing a questionable shock, avoid heavy towing, severe corrugations and demanding off-road use. If the vehicle feels unstable, starts bouncing excessively or the shock is actively dripping, have it inspected rather than continuing the test. How often should shocks be serviced? There is no single service interval that suits every vehicle. A truck that spends its life on sealed roads works its shocks very differently from a loaded touring vehicle covering hundreds of kilometres of corrugations. As a practical workshop guide, America’s Garage uses the following servicing intervals for serviceable aftermarket shocks: Vehicle use Practical service interval Predominantly sealed-road driving Every 80,000 km Approximately 50% road / 50% off-road Every 16,000 km Competition or 100% off-road use Every 1,600 km For vehicles that head away three or four times a year and see recreational off-road use, a service at around 20,000 km is a sensible target. These are practical guidelines rather than a substitute for the manufacturer’s requirements. Shock design, vehicle weight and operating conditions all matter. Corrugations. Heavy towing. Mud. Dust. Water crossings. Long periods at high shock temperatures. They all increase the workload. Service sooner when the vehicle is being worked harder. Regular shock maintenance Good shocks still need basic maintenance between services. Keep the shock body clean so dirt does not accumulate around the seal area. Avoid directing high-pressure water at the seals. FOX likewise advises against high-pressure washing and spraying water directly at the seal junction on its suspension products. Periodically inspect: Shock shafts for scoring, corrosion or physical damage Shock bodies and reservoirs for dents or leaks Remote-reservoir hoses and fittings Bushes, heims and mounting hardware Signs of oil around the seal area Unusual knocking or suspension noise Excessive bouncing, wallowing or reduced vehicle control If something has changed in the way the vehicle drives, investigate it. A shock does not need to be completely covered in oil before it can have a problem. The simple rule A light film can be weepage. Running oil is a leak. When you are unsure, clean it and check it again. How quickly the oil returns tells you far more than looking at a dirty shock once.. Not sure whether your shocks need monitoring, servicing or rebuilding? Send America’s Garage clear photographs of the affected shocks, your vehicle details, current kilometres and approximately how far you drove before the oil returned. We can assess what you are seeing and help determine the next step—monitor it, service it or replace it. If the shock is actively dripping, physically damaged or the vehicle no longer feels controlled, arrange an inspection promptly.