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Polyurethane strut mounts

Strut Mount (Upper Shock Mount) by PolyPro

Strut Mount (Upper Shock Mount)

A strut mount is the upper attachment point between the strut or shock absorber and the body: it carries rod loads into the tower, isolates road vibration and, on a MacPherson front axle, lets the whole strut rotate with the steered wheel. PolyPro casts these mounts from polyurethane on its own equipment for passenger cars, vans and commercial vehicles. Related suspension groups are listed in the catalog.

 

What a Strut Mount Is and How It Works

The mount is the top fixing point of the strut to the body. Everything that comes up from the road passes through it into the tower: rod force, spring reaction and the side loads built up in a corner. Inside the assembly sits an elastomer element that separates strut metal from body metal, absorbs high-frequency impacts and noise, and at the same time holds the rod in its designed position.

On a MacPherson front axle the part has a second job: the strut turns with the wheel, so the strut mount assembly carries a bearing or a sliding face, and the mount itself defines the upper point of the steering axis. A rear mount is simpler — the rod normally does not rotate, so the part only damps and locates. That is why front and rear items are not interchangeable even when they look alike.

 

Signs of Strut Mount Wear

The elastomer element works without pause and ages faster than the housing. Once it sags, the rod gains extra freedom and road impacts reach the body directly — from there the tower gets hammered out and alignment angles drift.

  • a dull knock from the top of the tower over small bumps and when pulling away
  • creaking or clicking when turning the wheel at standstill
  • steering wheel vibration that changes with vehicle load
  • a dropped front ride height with camber and toe out of spec
  • uneven tyre wear in patches along the inner shoulder
  • visible rod play, cracks or separation of the elastomer element
  • rust and fretting on the tower around the seat

Check the mount with the wheel off the ground: hold the rod, rock the strut, then have someone turn the steering while you listen at the top of the tower. Inspect the bump stop at the same time — a collapsed bump stop almost always comes with a worn mount.

 

Polyurethane or Rubber

A factory mount is built on vulcanised rubber: soft and quiet, but quick to age from salt, oils, ozone and temperature swings. First the rubber hardens, then it cracks in a ring around the rod, and the assembly starts to knock even with the housing intact. Polyurethane has higher tear and abrasion resistance and absorbs neither water nor road chemicals, so it does not break down in an area that is constantly sprayed from the wheel arch.

The working character differs too. A polyurethane mount sags less under static load and holds the upper strut point more consistently, so alignment angles do not drift after every pothole and the steering stays predictable. In exchange it passes slightly more fine vibration into the body over coarse joints. The Shore value of each item is stated in its product card, so quiet daily use and heavy duty work can be matched with different options.

 

How to Choose a Strut Mount

Three things decide the choice: where the mount sits in the suspension, how the assembly is built, and the dimensions of its seat. Hardness is picked separately, according to duty cycle and vehicle load.

By Axle: Front or Rear

Start with the axle. The front unit works on a steered strut, carries the bearing and takes side loads in corners — those items are grouped under front strut mounts. The rear unit is simpler: the rod does not rotate, loading is mostly vertical and the design is often a cushion with washers, which is the rear shock mounts group. The two must not be mixed up: even with an identical rod diameter, the height and the fixing pattern differ. With the car already on a lift, the design itself gives the answer: a bearing in the assembly and a rod that turns with the wheel point to the front axle.

By Dimensions and Seating

Next, take the dimensions from the old part: rod bore, outer diameter of the seating section in the tower, overall height and collar height, the number and pitch of studs or bolt holes. Check separately how the assembly is oriented in the tower — there is often a mark or an asymmetry that allows only one correct position. If the design includes a bearing, inspect its seat and the dust lip around it. Measure both sides of the vehicle: towers are rarely worn to the same degree left and right. Height is easier to measure with the washers and the nut in place, the way the assembly actually sits in the tower, rather than as a loose part on the bench.

By Durometer

The hardness of the elastomer element sets the balance between comfort and precision. A softer polyurethane sits closer to factory rubber: it absorbs small impacts and noise better and suits daily city use in a passenger car. A harder one sags less under load, holds the upper strut point more firmly and lasts longer on loaded vans, buses and vehicles that tow regularly, at the cost of slightly more vibration at the wheel. The Shore value is given in each product card, so the choice is made on a number rather than by eye. For a vehicle that runs permanently loaded the harder option is the logical one; for a city car, the softer.

Why Buy a Strut Mount from PolyPro — Retail and Wholesale

PolyPro is a manufacturer: the moulds, the casting shop and the dimensional control are our own and we sell without intermediaries, so the geometry repeats from batch to batch and the price carries no outside margin. Retail is sold per unit — you can order a single mount when only one has failed. Items that are out of stock and non-standard assemblies are made from a drawing, a sample or the worn part itself, again starting from one piece.

Service shops, parts stores, fleets and resellers work on wholesale terms and through the partner programme: bonuses for turnover or for the size of a single order, access to prices and stock levels, shipping under the partner's own brand. Products are covered by a warranty, and we ship across Ukraine and internationally.

 

Frequently Asked Questions

Should strut mounts be replaced in pairs on one axle 

Yes, mounts on the same axle are replaced in pairs. They work under identical conditions and age at a similar rate, so a new mount on one side and a sagged one on the other give different ride heights and different alignment angles. After a front axle job, camber and toe must be checked, because the upper strut point has moved.

Is a wheel alignment needed after replacement 

On the front axle, yes. The mount defines the upper point of the strut, and a few millimetres of shift are enough to change camber and caster. On the rear axle it is checked when the suspension design allows adjustment, or when the car behaves differently after the job or the tread starts to wear unevenly.

Why does the mount knock when the shock is fine 

The noise comes from the worn elastomer element, not from the damper: the rod gains play and hits the tower. That knock is heard at the top of the arch over small bumps and when pulling away, and it does not disappear after a new strut is fitted. Check it with the wheel raised, rocking the rod by hand and listening at the top of the strut.

What is the difference between front and rear mounts 

The front one works on a steered strut: it contains a bearing or a sliding face, takes side loads and defines the upper point of the steering axis. The rear one is simpler — the rod does not rotate and loading is mostly vertical. Rod dimensions may match, but the height, the fixing pattern and the way the part works are different.

Does a polyurethane mount fit the standard location 

Yes, the seating dimensions repeat the factory part: the same tower, the same studs or bolts, the same rod bore. No bodywork modification is needed. During fitting, watch the orientation of the assembly in the tower, grease the seating faces and tighten the fasteners with the suspension loaded if the manual calls for it.

What else should be inspected during the job 

Together with the mount, look at the bump stop and strut boot, the condition of the tower, the spring and its seats. A collapsed bump stop almost always comes with a worn mount, because compression impacts travel straight upwards. If the tower is deformed or corroded, a new mount will not last long on it.

Can I buy a single strut mount at retail 

Yes, retail is sold per unit and there is no minimum order for a private buyer, although mounts on one axle are better replaced as a pair. Non-standard and rare items are produced from a drawing, a sample or the worn part, starting from one piece. The Shore hardness is listed in the product card of every item.

What are the wholesale terms for shops and fleets 

Service shops, parts stores, fleets and resellers are offered wholesale terms and the partner programme: bonuses for turnover or for the size of a single order, access to prices and stock levels, and shipping under the partner's own brand. Terms are agreed individually, based on the range and the volume.