A strut performs the same ride control functions as a shock
absorber, but it is also an integral part of the suspension rather
than an add-on component.
On most strut suspensions (except some late model Honda applications
that have "wishbone" suspensions), the struts replace the upper
control arms and ball joints.
The 1986 Honda Accord has a rear double-wishbone suspension. The
strut plays no role in wheel alignment in this arrangement, serving
only to carry the vehicle's weight and to dampen shocks.
Struts serve as the steering pivots and on most applications (except
certain Ford suspensions like the Mustang and T-Bird), they also
carry the springs. On some rear-wheel drive strut suspensions, the
wheel spindles are part of the front struts (which adds to their
cost). The same is true on some front-wheel drive rear strut
applications.
Another important difference between struts and shocks is that
struts also affect wheel alignment, whereas shocks do not. A bent
strut or a mislocated strut tower can cause tire wear and steering
pull problems.
Many struts are also rebuildable. On many import cars, the struts
have an internal cartridge or wet elements that can be replaced by
unbolting the upper strut mount, swinging the strut out from under
the fender, disassembling the upper strut components, and replacing
the internal components with a new cartridge.
On most domestic applications, however, the entire strut must be
replaced. Replacement options include both nonpressurized and gas
pressurized versions, the latter offering all the same benefits as
gas shocks.
One often overlooked strut component that usually needs attention is
the upper bearing plate that sits atop the strut. This plate
supports the weight of the vehicle and serves as the upper pivot
point for steering. If corroded or worn, it can make noise, increase
steering stiffness and reduce steering returnability.
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