315411 ZF Sachs Shock Absorber
315411 ZF Sachs Shock Absorber is the preferred shock for most OE Manufacturers. All Sachs shocks for commercial truck and trailer applications are not gas charged, but are a very high quality oil shock. They are installed by most OE manufacturers during assembly and specifically designed for your application.
Shocks play an essential role in ensuring the safety of vehicles and occupants. In addition, dampers for buses need to meet complex requirements, ranging from changing payload weights to different types of routes and from freeways and heavy city traffic to steep serpentines.
In all of these conditions, SACHS shock absorbers for buses and commercial vehicles ensure optimum road contact, guaranteeing stable cornering, perfect maneuverability, effective braking performance and extreme durability.
- Sachs OE Number: 315 411
- Alternate: 315 552
- Monroe: 66608, 6608
- Gabriel: 83128, 89436
- OE: 517-05511-14, AMS600167, AMS660167, 90044162, A-20001, B-24088, B-27058, S-20001, S-24088, 700098-01, 90044162, 90045564, 3919570, 83176204, SA3128
Should I be able to compress or extend a shock by hand?
You cannot judge the strength or condition of a shock/strut by hand movement alone. The force and speed generated by a vehicle in operation exceeds what you can accomplish by hand. The fluid valves are calibrated to operate differently depending on the degree of movement inertia which cannot be duplicated by hand.
Why is there oil on my shock?
In fact, shocks and struts are designed to mist slightly. This oil “mist” lubricates the seal as the rod moves, maximizing shock and strut life. A secondary benefit is additional rod corrosion protection. A small amount of oil on the box is normal.
Why does my shock feel like there is air inside?
Since most shock absorbers are stored on their side prior to installation, priming the unit before the installation, although it is not nessesary, can be done. To prime the unit, you should hold it up-right and vertical, then cycle the unit by fully compressing and extending the unit 2 to 3 times. Once the unit is primed there should be no lag in control or dead spots while cycling the unit through its complete stroke. Air will naturally purge from the unit when driven.