UTV Springs vs. Valving: What Each Suspension Upgrade Actually Does

Source: https://utvguide.net/utv-springs-vs-valving/

When UTV owners want a smoother, more controlled ride, two upgrades usually come up first: replacement springs and internal shock tuning, commonly called valving.

Both can deliver a major improvement, but they perform different jobs. Springs support the vehicle and establish ride height. Shock internals control how the suspension moves over bumps, through turns and during larger impacts.

During a recent Shock Therapy Tech Wednesday presentation, company founder Justin Smith explained the differences between the two—and why the best suspension setup usually combines them.

What UTV Springs Do

The springs support the weight of the UTV, its occupants and everything added to it.

• Roofs and windshields
• Doors and cab enclosures
• Spare tires
• Coolers and tools
• Audio systems
• Bumpers and winches
• Larger wheels and tires
• Passengers and cargo

Most UTVs do not remain stock for long. As weight is added, the springs compress farther and the vehicle loses ride height. Factory springs can also settle and sag with use.

Correct springs hold the UTV at its intended ride height and place the shock in the proper part of its travel. This affects ground clearance, available suspension travel and ride quality.

Why a Low UTV Can Ride Harshly

A UTV sitting low does not necessarily have soft suspension. As ride height decreases, the shock begins its movement farther into its travel. This leaves less room to absorb bumps before reaching the firmer portion of the shock.

This is especially important with internal-bypass shocks. These shocks are designed to be relatively compliant early in their travel and progressively firmer as they compress. If the UTV sits too low, the shock may already be operating in a section intended for larger impacts.

The result can be a harsh ride over relatively small bumps. An owner might assume the shock valving is too firm when the underlying problem is sagging or overloaded springs.

Shock Therapy explains this relationship further in its guide to checking and adjusting UTV ride height.

When Are New Springs Needed?

A UTV sitting below its recommended ride height does not automatically need replacement springs. A preload adjustment may be enough to compensate for a small amount of settling or added weight.

The best way to find out is to measure the UTV as it is normally driven. Load it with the usual passengers, tools, spare tire, cooler and cargo. Then measure the ride height on level ground and compare it with the recommended setting.

Consider replacement springs when:

• The UTV cannot reach its recommended ride height when loaded.
• The preload collars are near the end of their adjustment range.
• An excessive amount of preload is needed to hold the vehicle up.
• Ride height continues to drop after repeated adjustments.
• Passengers or normal cargo cause a major loss of ground clearance.
• The suspension frequently bottoms.
• The ride has become harsh because the shocks sit too far into their travel.

These are signs that the original springs are no longer properly matched to the vehicle’s operating weight.

More Preload Is Not Always the Answer

Adding preload can raise ride height, but it does not change the spring rate. A spring that is too soft for the vehicle remains too soft regardless of how much preload is added.

Excessive preload also increases the spring force pushing the shock toward full extension. If the rebound damping cannot adequately control that force, the suspension can extend too quickly and produce a more noticeable top-out clunk.

On a dual-rate spring system, preload can also affect the position of the spring divider and when it reaches the crossover rings. Preload is a useful adjustment, but it cannot make up indefinitely for springs that are worn, sagging or overloaded.

New Vehicles Can Need Springs Too

Spring problems are not limited to older UTVs. A nearly new vehicle can overwhelm its stock springs after adding a full cab, glass windshield, spare tire, winch, audio system and other accessories. Four-seat models can experience an even larger change when loaded with passengers and gear.

This is why Shock Therapy tailors its spring kits to more than the vehicle’s year and model. The company considers passenger weight, accessories, cargo, terrain and driving style.

New springs become necessary when the factory setup can no longer maintain proper loaded ride height without excessive preload or other compromises. At that point, springs are not simply a comfort upgrade. They are needed to return the suspension to its proper operating range.

Single-Rate, Dual-Spring and Dual-Rate Springs

UTV shocks generally use either one spring or a combination of two springs. However, not every two-spring arrangement is a true dual-rate system.

A single-rate shock uses one spring with the same rate throughout its travel. The spring can be selected for comfort or greater support, but it is difficult for one rate to excel at both small bumps and large impacts.

A dual-spring setup uses an upper and lower spring together. If nothing changes as the shock compresses, those springs continue to produce the same combined rate.

A true dual-rate setup adds a spring divider and adjustable crossover rings. Initially, both springs work together to produce a softer combined rate. As the shock compresses, the divider reaches the crossover rings and takes the upper spring out of play. The suspension then continues on the firmer lower spring.

This gives the UTV a relatively compliant response over chop and smaller bumps, followed by more spring support during G-outs, jump landings and other large impacts.

Shock Therapy provides a more detailed explanation of how dual-rate spring kits work.

Why the Crossover Matters

The crossover determines when a dual-rate spring system changes from its softer initial rate to the firmer lower spring.

Moving the crossover changes how long the suspension remains in each stage. A slower trail setup may stay on the softer combined rate longer to improve comfort over rocks, roots and chop. A higher-speed desert setup may bring in the firmer rate sooner for better support through whoops and G-outs.

Correct ride height remains important. If the UTV sits too low, the spring divider starts closer to the crossover and can engage the firmer spring too early.

Shock Therapy also explains why two springs do not always create two usable rates in its comparison of tender-spring upgrades and true dual-rate spring kits.

Spring Kits Must Match the Vehicle

Not every shock has enough space or adjustment range for a true dual-rate conversion. Spring kits may also differ according to shock manufacturer and vehicle configuration.

For example, Shock Therapy’s Kawasaki Teryx H2 Dual-Rate Spring Kit is designed for models with FOX shocks. The company also offers different Can-Am Maverick X3 kits for FOX and SHOWA shocks.

Applications such as the Can-Am Maverick R Dual-Rate Spring Kit, Polaris XPEDITION Dual-Rate Spring Kit and CFMOTO ZFORCE Z10 Dual-Rate Spring Kit are developed around the weight and suspension design of those specific vehicles.

Shock Therapy says its proprietary springs are manufactured in the United States from chromium-silicon material and carry a lifetime warranty.

What Shock Valving Does

Springs support the vehicle, but the shock’s internal damping controls how quickly the suspension compresses and rebounds.

Compression damping controls the shock as the wheel moves upward. Rebound damping controls how quickly the suspension extends afterward.

Internal tuning can improve:

• Comfort over rocks, roots and washboard
• Bucking through whoops
• Rear-end kick
• Body roll
• Brake dive
• Bottom-out resistance
• Jump landings
• Control during repeated impacts

The correct setup depends on where and how the UTV is driven. A slow trail vehicle needs a different tune than a UTV used for high-speed desert terrain, dunes, mud or racing.

Valving Can Mean More Than Changing Shims

Shock work is often described as revalving, but Shock Therapy’s Ride Improvement System can include more than changes to the piston’s shim stacks.

Depending on the shock and application, the work can involve:

• Compression and rebound valving
• Pistons
• Compression adjusters
• Bypass tubes and ports
• Oil
• Internal bleed systems

Not every shock receives every modification. The work is selected around the shock design, spring package, vehicle weight and intended terrain.

Shock Therapy explains these options in its overview of the Ride Improvement System for internal-bypass shocks.

Why Bypass-Shock Tuning Matters

An internal-bypass shock has ports that allow oil to flow around the piston in certain parts of its travel. This helps the shock remain compliant over smaller bumps while developing greater resistance as it compresses.

Changing the number, size or location of those ports can alter how the shock behaves throughout its travel. This is why Shock Therapy considers bypass-tube tuning an important part of modifying many internal-bypass shocks.

It also shows why springs and internal tuning must work together. The spring package establishes where the piston sits at ride height. The bypass system then controls how the shock behaves as it moves from that position.

Springs and Valving Must Be Matched

A shock tune developed for one spring combination may not work the same way with another.

A heavier spring can require more rebound control. A different initial spring rate can change how much damping is needed over small bumps. The lower spring used after crossover also affects how the suspension behaves during larger impacts.

This is why Shock Therapy generally recommends correcting the spring package first or completing the springs and internal work together. Trying to tune shocks around overloaded or sagging factory springs limits what can be accomplished.

What About DYNAMIX and Smart-Shox?

Electronically controlled systems such as Polaris DYNAMIX and Can-Am Smart-Shox automatically adjust damping based on vehicle inputs.

These systems can provide excellent handling and versatility, but they still rely on mechanical and hydraulic components inside the shock. The computer is adjusting the damping range available from the shock’s piston, valving, adjusters and bypass system.

Shock Therapy’s position is that improving the underlying spring and internal shock setup gives the electronic system a better foundation to control. Smart suspension does not eliminate the importance of correct ride height, spring rates or internal tuning.

Which Upgrade Should You Do First?

Springs should usually be addressed first if the UTV:

• Has lost ride height
• Carries substantial accessories or cargo
• Frequently carries several passengers
• Requires excessive preload
• Sits too far into its shock travel
• Has springs that continue to settle or sag

Once the vehicle is properly supported, internal tuning can be matched to the spring package and intended terrain.

Shock Therapy recommends setting up the suspension in this order:

1. Establish the correct loaded ride height.
2. Set the crossover position.
3. Adjust compression damping.
4. Adjust rebound damping.

Its guide to adjusting UTV shocks explains why external shock adjustments should come after correcting the springs and ride height.

Springs or Valving? Usually Both

The choice between springs and valving is not really a contest.

Springs support the UTV, establish ride height and determine how much force is required to compress the suspension. Internal tuning controls how quickly the suspension moves and how the vehicle responds to different terrain.

A spring kit can make a noticeable improvement, especially when the original springs have sagged or the UTV carries substantial added weight. But springs alone cannot provide all the damping control needed to manage chop, whoops, body movement and repeated impacts.

Internal tuning can transform ride quality and control, but it cannot reach its full potential when the UTV sits at the wrong height or uses springs poorly matched to its weight.

The best result comes from selecting the correct springs, establishing proper loaded ride height and tuning the shock internals to work with that foundation.